Profile of Mortal Injuries in Vehicular Accidents: An Autopsy-Based Study.

Background It is crucial to analyze the trends of fatal injuries among pedestrians, passengers, motorcycle riders, and drivers of three- and four-wheelers in traffic accidents. Objective To ascertain the trend of fatal injuries to the head, chest, and abdomen across different victim categories in vehicular accidents. Materials and methods An autopsy-based prospective study was carried out in the mortuary of a rural tertiary care hospital. A total of 108 fatal cases of vehicular accidents were taken into consideration. All natural and unnatural deaths, other than those stemming from vehicle crashes, were excluded from this study; only the victims of fatal vehicular accidents were included. Results Males outnumbered female victims by 8.8:1. The age range of 41-60 years was the most affected (38.9%). The greatest number of victims (17, or 15.8%) were male motorcycle riders in the range of 21-40 years. Most vehicular mishaps (61; 56.5%) occurred during the evening. The most frequent injury pattern reported was head injuries (53.4%). Conclusions Motorcycle riders constituted the most severely injured victim category in a vehicular accident. Most mishaps occurred in the dark because of inadequate lighting or bad road conditions in rural areas. Furthermore, the most frequently occurring type of injury was an injury to the head, which may be an outcome of riders' lack of compliance with the mandatory helmet-use policy.

Replication of a local record keeping method for collecting road crash data in low resource settings: lessons from Bangladesh and Nepal.

BACKGROUND: Police road crash and injury data in low-income and middle-income countries are known to under-report crashes, fatalities and injuries, especially for vulnerable road users. Local record keepers, who are members of the public, can be engaged to provide an additional source of crash and injury data. METHODS: This paper compares the application of a local record keeper method to capture road crash and injury data in Bangladesh and Nepal, assesses the quality of the data collected and evaluates the replicability and value of the methodology using a framework developed to evaluate the impact of being a local record keeper. OUTCOME: Application in research studies in both Bangladesh and Nepal found the local record keeper methodology provided high-quality and complete data compared with local police records. The methodology was flexible enough to adapt to project and context differences. The evaluation framework enabled the identification of the challenges and unexpected benefits realised in each study. This led to the development of an 11-step process for conducting road crash data collection using local record keepers, which is presented to facilitate replication in other settings. CONCLUSION: Data collected by local record keepers are a flexible and replicable method to understand the strengths and limitations of existing police data, adding to the evidence base and informing local and national decision-making. The method may create additional benefits for data collectors and communities, help design and assess road safety interventions and support advocacy for improved routine police data.

Project PRIME: road markings for motorcycle casualty reduction (an overview of findings from 2020 to 2022).

Pioneering road markings for motorcyclists, designed as Perceptual Rider Information for Maximising Expertise and Enjoyment (PRIMEs) were installed on approach to demanding bends at 22 trial sites and two comparison sites across the West Highlands of Scotland. The markings provided a series of 'gateways' to encourage safer riding. With 32,213 motorcyclists observed, the following statistically significant results were observed: speed reductions at 10 trial sites; positive changes in lateral position at the final PRIME gateway marking at 15 trial sites and positive changes in lateral position at the apex of the bend at 13 trial sites; reductions in braking at nine trial sites; increases use of PRIME road markings across 18 of the 22 trial sites. No statistically significant effects were observed at the comparison sites. These findings are discussed in relation to the 'Road Safety Framework to 2030' and the 'Safe System' approach to reducing motorcycle casualties.

This world-first research presents the largest investigation of rider behaviour involving 32,213 motorcyclists. Pioneering road markings for motorcyclists produced statistically significant positive behavioural changes in speed, lateral lane position and braking. This work identifies important behavioural factors that support the 'Safe System' approach to motorcycle casualty reduction.

Quantifying rider posture variability in powered two- and three-wheelers for safety assessment.

OBJECTIVE: Injury outcomes for powered two- and three-wheeler (PTW) riders are influenced by the rider posture. To enable analysis of PTW rider accidents and development of protection systems, detailed whole-body posture data is needed. Therefore, the aim of this study is to fill this gap by providing collections of average male whole-body postures, including subpopulation variability, for different PTW types. This will enable future studies to explore the influence of PTW rider posture variation and to support safety system development. METHODS: 3D photometric measurements of 51 anatomical landmarks were recorded on 20 (50th percentile male) volunteers in their preferred riding postures across three PTW types (naked, scooter, and touring). Following an outlier removal process, a principal component analysis (PCA) was performed to calculate average postures and principal components (PCs), to describe the observed posture variation, for each PTW. The visualization of the PCs was facilitated through kinematic linkage representations, connecting anatomical landmarks and estimated joint centers to form segments and characteristic joint angles. RESULTS: The first seven PCs explained 80% of the variance in posture for each of the three PTWs. Across PTWs, these PCs frequently described combinations of postural features including variation in fore-aft seat positions, pelvic tilt, spinal curvature, head position, and extremity flexion-extension. Analysis revealed distinct differences in average postures across the three PTWs, on average, 10 ± 9° for the characteristic joint angles within a min-to-max range between the three PTWs. However, for all three PTWs, the variability between volunteers in characteristic joint angles on the same PTW were on average more than twice as large within a ± 2 SD range (26 ± 11°). CONCLUSIONS: The results suggest that PTW rider posture variation must be addressed by involving simultaneous adjustments of multiple body parts, as described by each of the first seven PCs, as a direct consequence of the human body interconnectedness. Furthermore, the study's findings challenge conventional assumptions that the relative distance between PTWs' handlebar, seat, and foot support predominantly influences rider postures. Instead, the research demonstrates that individual variability has a substantial influence on rider posture and should be considered in PTW safety development.

Effect of Rural Trauma Team Development on the Outcomes of Motorcycle Accident-Related Injuries (Motor Registry Project): Protocol for a Multicenter Cluster Randomized Controlled Trial.

BACKGROUND: Injury is a global health concern, and injury-related mortality disproportionately impacts low- and middle-income countries (LMICs). Compelling evidence from observational studies in high-income countries shows that trauma education programs, such as the Rural Trauma Team Development Course (RTTDC), increase clinician knowledge of injury care. There is a dearth of such evidence from controlled clinical trials to demonstrate the effect of the RTTDC on process and patient outcomes in LMICs. OBJECTIVE: This multicenter cluster randomized controlled clinical trial aims to examine the impact of the RTTDC on process and patient outcomes associated with motorcycle accident-related injuries in an African low-resource setting. METHODS: This is a 2-arm, parallel, multi-period, cluster randomized, controlled, clinical trial in Uganda, where rural trauma team development training is not routinely conducted. We will recruit regional referral hospitals and include patients with motorcycle accident-related injuries, interns, medical trainees, and road traffic law enforcement professionals. The intervention group (RTTDC) and control group (standard care) will include 3 hospitals each. The primary outcomes will be the interval from the accident to hospital admission and the interval from the referral decision to hospital discharge. The secondary outcomes will be all-cause mortality and morbidity associated with neurological and orthopedic injuries at 90 days after injury. All outcomes will be measured as final values. We will compare baseline characteristics and outcomes at both individual and cluster levels between the intervention and control groups. We will use mixed effects regression models to report any absolute or relative differences along with 95% CIs. We will perform subgroup analyses to evaluate and control confounding due to injury mechanisms and injury severity. We will establish a motorcycle trauma outcome (MOTOR) registry in consultation with community traffic police. RESULTS: The trial was approved on August 27, 2019. The actual recruitment of the first patient participant began on September 01, 2019. The last follow-up was on August 27, 2023. Posttrial care, including linkage to clinical, social support, and referral services, is to be completed by November 27, 2023. Data analyses will be performed in Spring 2024, and the results are expected to be published in Autumn 2024. CONCLUSIONS: This trial will unveil how a locally contextualized rural trauma team development program impacts organizational efficiency in a continent challenged with limited infrastructure and human resources. Moreover, this trial will uncover how rural trauma team coordination impacts clinical outcomes, such as mortality and morbidity associated with neurological and orthopedic injuries, which are the key targets for strengthening trauma systems in LMICs where prehospital care is in the early stage. Our results could inform the design, implementation, and scalability of future rural trauma teams and trauma education programs in LMICs. TRIAL REGISTRATION: Pan African Clinical Trials Registry (PACTR202308851460352); https://pactr.samrc.ac.za/TrialDisplay.aspx?TrialID=25763. INTERNATIONAL REGISTERED REPORT IDENTIFIER (IRRID): DERR1-10.2196/55297.

Opportunities and challenges on hospital preparedness to handle motorcycle accidents in Busia County, Kenya: an exploratory qualitative study.

Introduction: motorcycles continue to be a popular mode of transport in Kenya. However, the related injuries cause significant morbidity and mortality and remain to be a major and neglected public health issue. This raised the crucial need for hospital preparedness in managing morbidities and in reducing mortalities. This formed the basis of this paper which aims to document the challenges and opportunities in the healthcare system in handling motorcycle accidents in a Kenyan border town in Busia County. Methods: we drew data from an exploratory qualitative study that was carried out in 2021. All six referral hospitals purposively included in the study. The study targeted a total of 25 top level facility managers as key informants on the facility level opportunities and challenges in handling motorcycle accidents. Descriptive data were analyzed using SPSS version 20. Results: the hospitals were not well prepared to handle motorcycle accidents. The major challenges were understaffing in critical care services; inadequate/lack of equipment to handle motorcycle injuries; inadequate/lack of infrastructure i.e. surgical wards, emergency rooms, inadequate space, functional theatre; lack/inadequate supplies; overstretched referral services arising from the hinge burden of motorcycle accidents in the area; inadequate specialized personnel to provide trauma/care services; mishandling of cases at the site of accident; inability of victims to pay related bills; inappropriate identification of victims at the facility; lack/inadequate on-job training. Some opportunities that currently exist include health system interventions which are not limited to employment of more professionals, improvement of infrastructure, provision of equipment and increase of budgetary allocation. Conclusion: the study reveals vast challenges that are faced by hospitals in managing patients. This calls for the government to step in and capitalize on the proposed opportunities by the health managers to be able to manage morbidities and bring down mortalities due to motorcycle accidents.

Supervised and unsupervised techniques to analyze risk factors associated with motorcycle crash.

PURPOSE: Motorcycles are one of the highly used modes of transport in Barcelona, Spain, in particular, and in many different regions, in general. This situation is compromising safety on the road and may be attributed to a potential increase in traffic crashes. Therefore, this study examines several risk factors and their consequential impacts on the level of injury that is resulted in case of a traffic crash. METHODS: Two approaches are employed to analyze the risk factors, including a supervised learning technique which is a binary probit model, and an unsupervised technique which is the Kohonen clustering. RESULTS: The results for both models show that alcoholism and road in poor condition can indeed increase the probability of having different levels of injuries as reasons for the crash. Elderly users are less likely to be involved in motorcycle crash injuries compared to other age categories, especially the age group that ranges from 25 to 40 years old which has the highest odds. For both techniques, the performance in analyzing the utilized data shows that both approaches can be successfully utilized for this type of dataset. CONCLUSION: This study highlights the considerable danger faced by motorcyclists due to various risk factors. It stresses the critical importance of maintaining roads in optimal condition not just for efficient travel but also to enhance motorcyclists' safety. Additionally, the research underscores the significant threat posed by speeding, particularly exceeding speed limits, to motorcyclists' safety, emphasizing the urgent need for more 30 km/h speed limit zones and stricter enforcement of speed regulations. As a result, the research has identified several risk factors that increase the likelihood of severe or fatal injuries among motorcyclists in Barcelona and has suggested certain recommendations to mitigate their impact.

Motorcycle injuries: a systematic review for forensic evaluation.

The intricate interplay of exposure and speed leave motorcyclists vulnerable, leading to high mortality rates. During the collision, the driver and the passenger are usually projected away from the motorcycle, with variable trajectories or final positions. Injuries resulting from the crash can exhibit distinct and specific characteristics depending on the circumstances of the occurrence.The aim of this study is to provide a systematic review of the literature on injuries sustained by motorcyclists involved in road accidents describing and analyzing elements that are useful for forensic assessment.The literature search was performed using PubMed, Scopus and Web of Science from January 1970 to June 2023. Eligible studies have investigated issues of interest to forensic medicine about during traffic accidents involving motorcycle. A total of 142 studies met the inclusion criteria and were classified and analyzed based on the anatomical regions of the body affected (head, neck, thoraco-abdominal, pelvis, and limb injuries). Moreover, also the strategies for preventing lesions and assessing injuries in the reconstruction of motorcycle accidents were examined and discussed.This review highlights that, beyond injuries commonly associated with motorcycle accidents, such as head injuries, there are also unique lesions linked to the specific dynamics of accidents. These include factors like the seating position of the passenger or impact with the helmet or motorbike components. The forensic assessment of injury distribution could serve as support in reconstructing the sequence of events leading to the crash and defining the cause of death in trauma fatalities.

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.

Effect of the non-application of the motorcycle male passenger restriction policy on the risk of homicides in Cali, Colombia.

BACKGROUND: Restrictions of male passengers of motorcycles to prevent homicides is a long-standing policy in Cali, Colombia. For some periods of time, the policy was suspended and then put into action again. All these changes were never evaluated and there has been controversy due to the perception of citizens, specifically motorcycle users, that the law was properly implemented in some periods and poorly applied in others. Our aim was to examine the effect of the non-application of the motorcycle male passenger restriction policy on the risk of homicides in Cali, Colombia. METHODS: Ecologic study conducted using an interrupted time series analysis. The main outcome was the aggregated daily counts of homicides. Secondary outcomes were the aggregated daily counts of homicides using a motorcycle and using motorcycle and firearm. Incidence rate ratios (IRR) were obtained by comparing periods of policy implementation with periods of lack of implementation in autoregressive negative binomial regression models. RESULTS: There was an increased risk of homicides when the policy was not implemented (IRR=1.12; 1.05-1.19). There was no effect on the risk of homicides committed in motorcycles (IRR=0.98; 0.88-1.10) and when a motorcycle and firearm were used (IRR=0.99; 0.89-1.10). CONCLUSIONS: The lack of implementation of the ban of motorcycle male passengers was associated with an increased risk of homicides. Our findings support the importance of this policy to prevent homicides in Cali, Colombia. Future work should examine how this policy influences other policies related to prevent homicide and violent risk-related behaviour.

An enhanced method for evaluating the effectiveness of protective devices for road safety application.

This paper presents an enhanced probabilistic approach to estimate the real-world safety performance of new device concepts for road safety applications from the perspective of Powered Two-Wheeler (PTW) riders who suffer multiple injuries in different body regions. The proposed method estimates the overall effectiveness of safety devices for PTW riders by correlating computer simulations with various levels of actual injuries collected worldwide from accident databases. The study further develops the methodology initially presented by Johnny Korner in 1989 by introducing a new indicator, Global Potential Damage (GPD), that overcomes the limitations of the original method, encompassing six biomechanical injury indices estimated in five body regions. A Weibull regression model was fit to the field data using the Maximum Likelihood Method with boundaries at the 90% confidence level for the construction of novel injury risk curves for PTW riders. The modified methodology was applied for the holistic evaluation of the effectiveness of a new safety system, the Belted Safety Jacket (BSJ), in head-on collisions across multiple injury indices, body regions, vehicle types, and speed pairs without sub-optimizing it at specific crash severities. A virtual multi-body environment was employed to reproduce a selected set of crashes. The BSJ is a device concept comprising a vest with safety belts to restrict the rider's movements relative to the PTW during crashes. The BSJ exhibited 59% effectiveness, with an undoubted benefit to the head, neck, chest, and lower extremities. The results show that the proposed methodology enables an overall assessment of the injuries, thus improving the protection of PTW users. The novel indicator supports a robust evaluation of safety systems, specifically relevant in the context of PTW accidents.

Classifying safe following distance for motorcycles to prevent rear-end collisions.

This study aims to classify motorcycle (MC) following distance based on trajectory traffic data and identify the risks associated with MC following distances to prevent rear-end collisions. A total of 8,223 events of a MC following a vehicle were investigated in Pathum Thani, Thailand, and 41 cases of MC rear-end crashes were analyzed between 2017 and 2021. Time headway (TH), safe stopping distance (SSD) and time to collision (TTC) were applied to the proposed concept to determine safe following distance (SFD). Speed and following distance for actual rear-end crashes were applied to validate SFD. Results showed that the proposed SFD model identified the causes of MC rear-end collision events as mostly due to longitudinal critical area (38 cases, 92.68%), implying insufficient MC rider reaction and decision time for evasive action. The longitudinal warning area had relatively few chances for rear-end collisions to occur, with only 3 cases recorded. VDO clip extracts from MC rear-end crashes illustrated 11 cases (26.83%) of rider fatality. The study findings revealed that the SFD concept can help to prevent MC rear-end collision events by developing reminder systems when the rider reached the following distances of both warning and critical areas.

Self-management of Risk for the Prevention of Traffic Accidents from a Health Perspective: A Qualitative Study.

Introduction: In the world, deaths and injuries caused by traffic collisions have been considered a public health problem. In Colombia, 7.238 fatalities were recorded in 2021, with motorcycle riders representing the largest group of victims at 59.7%. Methods: The aim of this qualitative phenomenological study is to describe the risky experiences and deliberate actions of diverse road users that influence the self-management of the risk of traffic collisions. Results: Data were obtained from 22 participants: motorists, pedestrians and drivers. The content analysis describes various human conditions that affect self-management of the risk of traffic accidents, such as unsafe behaviors, non-compliance with traffic regulations by the different road actors, competitive culture among drivers, eagerness, among others. Additionally, factors related to care were determined: healthy recreational activities, promoting the value of one's own life and that of others, adequate time management and preventive behaviors by some road users. Conclusion: This research provides information on social and cultural aspects, experiences and risky behaviors of different road actors that influence the incidence of traffic accidents in Colombia.

Achilles Tendon Tear Following an Unusual Pattern of Open Pure Ankle Dislocation: A Case Report.

We present a rare case of concurrent open Achilles tendon tear and pure subtalar dislocation in a 20-year-old male following a motorcycle accident, highlighting the complexity of managing such unique musculoskeletal injuries. The patient was initially admitted with an open and deformed left ankle, underwent prompt primary debridement, and received immediate medical intervention. Despite unsuccessful attempts to reduce the dislocation through external maneuvers, subsequent radiographic evaluation revealed a subtalar dislocation associated with a 90° rotation of the talus. A direct reduction was achieved in the operating room, uncovering a complete tear of the Achilles tendon and a section of the posterior tibial artery during more intensive debridement. The vascular surgery team repaired the posterior tibial artery, followed by Achilles tendon repair using a Kessler suture technique. Postoperative care involved immobilization and adapted rehabilitation, resulting in the patient regaining full range of motion without complications. To the best of our knowledge, this case represents the first reported open lateral subtalar dislocation associated with an open Achilles tendon tear. The detailed treatment strategies and outcomes offer valuable insights for clinicians facing similar challenges and inspire further research on rare musculoskeletal injuries.

Evaluating helmet-wearing of single-vehicle overspeeding motorcycle crashes: Insights from temporal instability in parsimonious pooled framework.

OBJECTIVE: A lower helmet-wearing rate and overspeeding in Pakistan are critical risk behaviors of motorcyclists, causing severe injuries. To explore the differences in the determinants affecting the injury severities among helmeted and non-helmeted motorcyclists in motorcycle crashes caused by overspeeding behavior, single-vehicle motorcycle crash data in Rawalpindi city for 2017-2019 is collected. Considering three possible crash injury severity outcomes of motorcyclists: fatal injury, severe injury and minor injury, the rider, roadway, environmental, and temporal characteristics are estimated. METHODS: To provide a mathematically simpler framework, the current study introduces parsimonious pooled random parameters logit models. Then, the standard pooled random parameters logit models without considering temporal effects are also simulated for comparison. By comparing the goodness of fit measure and estimation results, the parsimonious pooled random parameters logit model is suitable for capturing the temporal instability. Then, the non-transferability among helmeted and non-helmeted overspeeding motorcycle crashes is illustrated by likelihood ratio tests and out-of-sample prediction, and two types of models provide robust results. The marginal effects are also calculated. RESULTS: Several variables, such as age, cloudy and weekday indicators illustrate temporal instability. Moreover, several variables are observed to only show significance in non-helmeted models, showing non-transferability across helmeted and non-helmeted models. CONCLUSIONS: More educational campaigns, regulation and enforcement, and management countermeasures should be organized for non-helmeted motorcyclists and overspeeding behavior. Such findings also provide research reference for the risk-compensating behavior and self-selected group issues under overspeeding riding considering the usage of helmets.

VOC and IVOC emission features and inventory of motorcycles in China.

How did the motorcycle emissions evolve during the economic development in China? To address data gaps, this study firstly measured the volatile organic compound (VOC) and intermediate-volatility organic compound (IVOC) emissions from motorcycles. The results confirmed that the emission control of motorcycles, especially small-displacement motorcycles, significantly lagged behind other gasoline-powered vehicles. For the China IV motorcycles, the average VOC and IVOC emission factors (EFs) were 2.74 and 7.78 times higher than the China V-VI light-duty gasoline vehicles, respectively. The notable high IVOC emissions were attributed to a dual influence from gasoline and lubricating oil. Furthermore, based on the complete EF dataset and economy-related activity data, a county-level emission inventory was developed in China. Motorcycle VOC and IVOC emissions changed from 2536.48 Gg and 197.19 Gg in 2006 to 594.21 Gg and 12.66 Gg in 2020, respectively. The absence of motorcycle IVOC emissions in the existed vehicular inventories led to an underestimation of up to 20%. Across the 15 years, the motorcycle VOC and IVOC emission hotspots were concentrated in the undeveloped regions, with the rural emissions reaching 5.81-10.14 times those of the urban emissions. This study provides the first-hand and close-to-realistic data to support motorcycle emission management and accurate air quality simulations.

Exploring the spatial relationship of e-bike and motorcycle crashes: Implications for risk reduction.

INTRODUCTION: Electric bicycles, or e-bikes, have become very popular over the past decade. In order to reduce the risk of crashes, it is necessary to understand the contributing factors. While several researchers have examined these elements, few have considered the spatial heterogeneity between crashes and environmental variables, such as Points of Interest (POI). In addition, there is a scarcity of studies comparing the crash-related factors of e-bikes and motorcycles. Despite their differing speed and range capabilities, different POIs also tend to impact area/bandwidths differently because e-bikes cannot cover the same range that motorcycles can. METHOD: In this study, we compared e-bike and motorcycle crashes at 11 different types of POIs in Taipei from 2016 to 2020. Since crashes are sparse events and easily affected by the Modifiable Areal Unit Problem (MAUP), Kernel Density Estimation (KDE) was employed to transform crash points (count data) to crash risk surfaces (continuous data). Additionally, an advanced variant of Geographical Weighted Regression (GWR), Multiscale Geographically Weighted Regression (MGWR) utilized to predict crash risk because each predictor is allowed to have a different bandwidth. RESULTS: The results showed: (a) For e-bike crashes, the MGWR model outperformed the GWR and OLS models in terms of AIC values, while the MGWR and GWR performed similarly with regard to motorcycle crashes; (b) The analysis revealed e-bike and motorcycle crash risk to be associated with various types of POIs. E-bike crashes tended to occur more frequently in areas with more schools, supermarkets, intersections, and elderly people. Meanwhile, motorcycle crashes were more likely to occur in areas with a high number of restaurants and intersections. The search bandwidths of e-bikes are inconsistent and narrower than those of motorcycles.

Helmet utilisation and its associated factors among motorcyclists in northern Ghana: an analytical cross-sectional survey.

BACKGROUND: Motorcycle crashes are a major source of road traffic deaths in northern Ghana. Helmet use has been low. The last time it was formally assessed (2010), helmet use was 30.0% (34.2% for riders and 1.9% for pillion riders). We sought to determine the current prevalence of helmet use and its associated factors among motorcyclists in northern Ghana. METHODS: Cross-sectional observations of motorcycle helmet use were conducted among 3853 motorcycle riders and 1097 pillion riders in the Northern Region at 12 different locations near intersections, roundabouts and motorcycle bays. Modified Poisson regression was used to assess the factors associated with helmet use. RESULTS: The prevalence of helmet use was 22.1% overall: 26.7% among motorcycle riders and 5.7% among pillion riders. On the multivariable regression analysis, the prevalence of helmet use among motorcycle riders was 69% higher during the day compared with the night, 58% higher at weekend compared with weekday, 46% higher among males compared with females, but it was 18% lower on local roads compared with highways, 67% lower among young riders compared with the elderly and 29% lower when riding with pillion rider(s). CONCLUSION: Despite small increases in motorcycle helmet use among pillion riders, helmet use has declined overall over the past decade. Immediate actions are needed to promote helmet use among motorcyclists in northern Ghana. This calls for a multisectoral approach to address the current low helmet use, targeting young riders, female riders, pillion riders, evening riding and riding on local roads.

Gender disparities in observed motorcycle helmet use in Madagascar: female motorcyclists behave safer but have lower overall protection.

BACKGROUND: Although motorcycle helmets can save lives in case of a crash, no helmet use data are available for many countries. When data is available, it is often only analysed as a global average, preventing targeted road safety education and legislative action. In this study, we conducted a detailed analysis of motorcycle helmet use in the capital of Madagascar. METHODS: Using a cross-sectional observational field survey framework, we observed 17 230 individual motorcycles. We systematically recorded motorcycle riders' helmet use, position on the motorcycle, rider numbers and gender. RESULTS: We found a general helmet use of 76.1%. Observed drivers had a significantly higher helmet use (84.6%) than passengers (47.7%), and subsequently helmet use per motorcycle decreased significantly when the number of riders per motorcycle increased. Female drivers had significantly higher helmet use than male drivers, and female passengers had significantly higher helmet use than male passengers. That is, on the same position of the motorcycle, female riders behaved safer than male riders. However, since female riders were more often passengers than drivers, their average helmet use was lower than that of male riders overall. Contrary to findings from other countries, motorcycle helmet use did not differ significantly throughout the day but was relatively constant. CONCLUSION: Our results show the potential for injury and fatality prevention in Madagascar through increased passenger helmet use. This increase would also proportionally benefit female riders more than male riders. Findings regarding road safety legislation's applied impact, education, enforcement and future research needs are discussed.

Penile traumatic testicular dislocation: a case report.

Traumatic testicular dislocation is rare and usually occurs in patients after a traumatic motor accident. Manual reduction or surgical exploration is the main treatment for this condition. We report a rare case of unilateral traumatic testicular dislocation in a man with an ectopic testis in the middle of the penis after a motorcycle crash injury. On the sixth day of hospitalization, the patient found a lump in the middle of his penis. Doppler ultrasound showed an ectopic testicle in the middle of the penis with good blood flow. After consultation, a manual reduction was successfully performed. A careful physical examination should be performed in patients with multiple injuries from the first medical exam. Early detection and timely reduction are critical to protect testicular function.