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

2021 ◽  
Vol 142 ◽  
pp. 105371
Author(s):  
Dinh Vinh Man Nguyen ◽  
Anh Tuan Vu ◽  
Evelien Polders ◽  
Veerle Ross ◽  
Tom Brijs ◽  
...  
Keyword(s):  
Injury Severity ◽  
Small Displacement ◽  
Motorcycle Crashes

Modeling Safety Effects of Horizontal Curve Design on Injury Severity of Single-Motorcycle Crashes with Mixed-Effects Logistic Model

2017 ◽  
Vol 2637 (1) ◽  
pp. 38-46 ◽  
Author(s):  
Chunfu Xin ◽  
Zhenyu Wang ◽  
Chanyoung Lee ◽  
Pei-Sung Lin
Keyword(s):  
Logistic Model ◽  
Injury Severity ◽  
Unobserved Heterogeneity ◽  
Mixed Effects ◽  
Severe Injury ◽  
Horizontal Curve ◽  
Random Parameters ◽  
Horizontal Curves ◽  
Curve Design ◽  
Motorcycle Crashes

Horizontal curves have been of great interest to transportation researchers because of expected safety hazards for motorcyclists. The impacts of horizontal curve design on motorcycle crash injuries are not well documented in previous studies. The current study aimed to investigate and to quantify the effects of horizontal curve design and associated factors on the injury severity of single-motorcycle crashes with consideration of the issue of unobserved heterogeneity. A mixed-effects logistic model was developed on the basis of 2,168 single-motorcycle crashes, which were collected on 8,597 horizontal curves in Florida for a period of 11 years (2005 to 2015). Four normally distributed random parameters (moderate curves, reverse curves, older riders, and male riders) were identified. The modeling results showed that sharp curves (radius <1,500 ft) compared with flat curves (radius ≥4,000 ft) tended to increase significantly the probability of severe injury (fatal or incapacitating injury) by 7.7%. In total, 63.8% of single-motorcycle crashes occurring on reverse curves are more likely to result in severe injury, and the remaining 26.2% are less likely to result in severe injury. Motorcyclist safety compensation behaviors (psychologically feeling safe, and then riding aggressively, or vice versa) may result in counterintuitive effects (e.g., vegetation and paved medians, full-access-controlled roads, and pavement conditions) or random parameters (e.g., moderate curve and reverse curve). Other significant factors include lighting conditions (darkness and darkness with lights), weekends, speed or speeding, collision type, alcohol or drug impairment, rider age, and helmet use.

scholarly journals Motorcycle crashes and upper extremity trauma

SICOT-J ◽  
2021 ◽  
Vol 7 ◽  
pp. 8
Author(s):  
Erin Cravez ◽  
Kelsey A. Rankin ◽  
Nathaniel Ondeck ◽  
Lee Yaari ◽  
Michael Leslie ◽  
...  
Keyword(s):  
Upper Extremity ◽  
Injury Severity ◽  
Cohort Analysis ◽  
Cost Of Care ◽  
Hospital Length Of Stay ◽  
Rank Test ◽  
Severe Injuries ◽  
Increased Risk ◽  
Extremity Injuries ◽  
Motorcycle Crashes

Objectives: Upper extremity injuries following motorcycle crashes (MCC) incur increased healthcare costs and rehabilitation needs. We aim to characterize the epidemiology of MCC upper extremity injuries and identify factors that influence the severity of and cost of care for upper extremity injuries. Methods: We performed a retrospective cohort analysis of 571 patients with upper extremity injuries after MCC at a level 1 trauma center from 2002 to 2013. We collected data pertaining to demographics, helmet use, toxicology, bony injury, Injury Severity Score (ISS), Glasgow Coma Scale (GCS), hospital length of stay (LOS), and cost. Continuous variables were compared using t-test or Wilcoxon rank test, depending on data distribution, and dichotomous variables were compared using Pearson’s chi-squared or Fisher’s exact tests. Regression models were used to evaluate the effect of intoxication or helmets on injury location, severity, cost of care, and LOS. Results: The incidence of MCC upper extremity injury was 47.5%, with hand and forearm fractures the most common injuries (25.5% and 24.7% of total injuries). Intoxicated patients were more likely to have a high cost of care (p = 0.012), extended LOS (p = 0.038), plastic surgery involvement in their care (p = 0.038), but fewer upper extremity bony injuries (p = 0.019). Non-helmeted patients sustained less upper extremity bony injuries (p < 0.001) and upper extremity soft tissue injuries (p = 0.001), yet more severe injuries (ISS ≥ 30, p = 0.006 and GCS < 9, p < 0.01) than helmeted patients. Conclusion: Upper extremity injuries are common in motorcyclists. Despite vital protection for the brain and maxillofacial injury, helmeted MCC patients have an increased incidence of upper extremity injuries compared to non-helmeted patients, but overall have less severe injuries. Intoxicated patients have fewer upper extremity bony injuries, but the higher cost of care, and extended LOS. Therefore, even with the increased risk of injury helmets may expose to the upper extremity, helmets reduced overall morbidity and mortality. In addition to mandatory helmet laws, we advocate for further development of safety equipment focusing specifically on the prevention of upper extremity injuries.

Perils of Rib Fractures

2008 ◽  
Vol 74 (4) ◽  
pp. 310-314 ◽  
Author(s):  
Om P. Sharma ◽  
Michael F. Oswanski ◽  
Shashank Jolly ◽  
Sherry K. Lauer ◽  
Rhonda Dressel ◽  
...  
Keyword(s):  
Elderly Patients ◽  
Blunt Chest Trauma ◽  
Chest Trauma ◽  
Injury Severity ◽  
Motor Vehicle ◽  
Rib Fractures ◽  
Trauma Patients ◽  
Close Observation ◽  
Motorcycle Crashes ◽  
Level 1 Trauma Center

Rib fractures (RF) are noted in 4 to 12 per cent of trauma admissions. To define RF risks at a Level 1 trauma center, investigators conducted a 10-year (1995–2004) retrospective analysis of all trauma patients. Blunt chest trauma was seen in 13 per cent (1,475/11,533) of patients and RF in 808 patients (55% blunt chest trauma, 7% blunt trauma). RF were observed in 26 per cent of children (<18 years), 56 per cent of adults (18–64 years), and 65 per cent of elderly patients (≥65 years). RF were caused by motorcycle crashes (16%, 57/347), motor vehicle crashes (12%, 411/3493), pedestrian-auto collisions (8%, 31/404), and falls (5%, 227/5018). Mortality was 12 per cent (97/808; children 17%, 8/46; adults 9%, 46/522; elderly 18%, 43/240) and was linearly associated with a higher number of RF (5% 1–2 RF, 15% 3–5 RF, 34% ≥6 RF). Elderly patients had the highest mortality in each RF category. Patients with an injury severity score ≥15 had 20 per cent mortality versus 2.7 per cent with ISS <15 ( P < 0.0001). Increasing age and number of RF were inversely related to the percentage of patients discharged home. ISS, age, number of RF, and injury mechanism determine patients’ course and outcome. Patients with associated injuries, extremes of age, and ≥3 RF should be admitted for close observation.

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

2021 ◽  
pp. 105514
Author(s):  
Dinh Vinh Man Nguyen ◽  
Anh Tuan Vu ◽  
Veerle Ross ◽  
Tom Brijs ◽  
Geert Wets ◽  
...  
Keyword(s):  
Focus Group ◽  
Interview Study ◽  
Small Displacement ◽  
Depth Interview ◽  
Motorcycle Crashes

Understanding Emerging Motorcyclist Segments in Crashes using Florida Crash Data and Statewide Survey

2018 ◽  
Vol 2672 (34) ◽  
pp. 106-121 ◽  
Author(s):  
Chanyoung Lee ◽  
Behzad Karimi ◽  
Siwon Jang ◽  
Victoria Salow
Keyword(s):  
United States ◽  
Injury Severity ◽  
The United States ◽  
Chi Square ◽  
Efficient Manner ◽  
Essential Information ◽  
Motorcycle Safety ◽  
Crash Data ◽  
Injury Models ◽  
Motorcycle Crashes

The United States experienced a continued sharp increase in motorcycle fatalities between 1997 and 2008, with a 9% average annual increase, which resulted in a rapid doubling of motorcycle fatalities within a decade. After a major decline in both the number of fatalities and the fatality rate between 2008 and 2009, motorcycle fatalities and fatality rates have been fluctuating. It was discovered that the demographics of motorcyclists involved in fatal motorcycle crashes have changed because of an increase in the number of motorcyclists under age 30 and over age 50 during the past 10 years. As a result, motorcyclists in the United States can be clustered into three distinct segments by age in crash experiences. This study used motorcycle crash data in Florida that observed similar demographic changes and explored characteristics of the three segments. Descriptive analyses including Chi-square tests showed that each segment had different crash outcomes and different levels of exposure to common risk factors. Crash injury models were developed to understand variables that increase the level of injury severity in each segment. A statewide survey was completed to explore the sociodemographic characteristics of the three motorcyclist segments in Florida, which often are not available through crash data. Overall, the three motorcycle segments identified in this study have unique riding characteristics and crash outcomes. This is essential information for developing and managing motorcycle safety programs in an effective and efficient manner.

scholarly journals Police motorcycle crash casualty reports and their linkage with hospital trauma admissions in the Midland Region of New Zealand, 2012-2016

2020 ◽  
Vol 31 (2) ◽  
pp. 13-22
Author(s):  
Alastair Smith ◽  
John Garvitch ◽  
Grant Christey
Keyword(s):  
New Zealand ◽  
Injury Severity ◽  
Trauma Registry ◽  
Geographical Area ◽  
Trauma System ◽  
Probabilistic Methods ◽  
Trauma Patients ◽  
Police Records ◽  
Analysis System ◽  
Motorcycle Crashes

Police records, held in the Crash Analysis System (CAS) by the New Zealand Transport Agency (NZTA), and hospital admission data held in the Midland Trauma System (MTS) trauma registry, were linked using probabilistic methods. A total of 1,331 casualties resulting from motorcycle crashes on roads in the Midland Region during 2012-2016 were recorded by police. During the same period, and occurring within the same geographical area, a total of 689 on-road motorcycle related crash casualties were admitted to hospital as trauma patients. Linkage of these two datasets revealed substantial under reporting to police of motorcycle crash casualties resulting in hospitalisation. Approximately 56% (386) of hospital trauma admission records could be linked with police CAS records with an additional 303 (44%) patient admission records which could not be linked to any police records. Linkage rates were significantly associated with crash severity as recorded by police, patient injury severity recorded in the trauma registry, patient age, rurality of crash location, and self-presentation to hospital. In particular, younger motorcyclists aged under 45 years were significantly more likely to self-present to hospital with the odds of linkage for self-presenters seventeen times lower than those who did not self-present. The merging of these two datasets has highlighted several sources of bias underlying reporting of motorcycle crashes to police. An understanding of these biases may help to inform policymakers when planning wider preventive strategies designed to reduce the burden of motorcycle crashes in New Zealand.

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