Moped Collisions: Low Speed and High Impact—A Single-Center Review

Wentzel, Jennifer L.; Muertos, Keely; Romano, Andrea; Pepe, Antonio; Sciarretta, Jason D.; Davis, John M.

doi:10.1177/000313481708300816

Cited by 5 publications

(5 citation statements)

References 2 publications

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“…Previous reports have shown that accident speed increases injury severity and head injury. 10,36 Therefore, this study targets a specific group of scooter accidents which, to our knowledge, has not been reported before in literature.…”

Section: Discussionmentioning

confidence: 99%

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The Association of Helmet Use with the Occurrence of Maxillofacial Injuries Following Bicycle or Scooter Accidents: A Retrospective Cohort Study

Saffar

Verdonschot

Stassen

et al. 2021

Craniomaxillofacial Trauma & Reconstruction

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Study Design: Retrospective Cohort Study. Objective: Yearly, bicycle and scooter accidents in the Netherlands amount to 90 thousand emergency department visits. Maxillofacial injuries are common after cycling or scooter accidents. To prevent these injuries, helmet use might be beneficial. However, the effect of helmet use on maxillofacial injuries remains unclear. The aim of this retrospective study is to assess the effect of helmet use on maxillofacial injuries in patients who had a bicycle or scooter accident. Methods: We collected data from the emergency department of the Erasmus Medical Center in the period from October 2017 to October 2019. Patients that were involved in a bicycle or scooter accident and subsequently received a CT scan of the head were included. We compared the incidence of maxillofacial injuries in helmeted cyclists and scooter users to non-helmeted users. Descriptive and analytic statistics were computed. Level of statistical significance was set at p < 0.05. Results: Helmet use among scooter users was associated with a significant reduction in maxillofacial fractures (p < 0.001) and soft tissue injuries (p < 0.001). Helmet use among cyclists was not associated with a reduction in maxillofacial fractures (p = 0.17) or soft tissue injuries (p = 0.30). Helmet use was not associated with a reduction in soft tissue injuries of the lower face in both cyclists (p = 0.47) and scooter users (p = 0.24) Conclusions: Helmet use should be considered among cyclists and scooter users to prevent maxillofacial injuries. Especially unhelmeted scooter users might benefit from helmet use as this is associated with a lower incidence of maxillofacial injuries.

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Section: Discussionmentioning

confidence: 99%

“…Especially craniofacial injuries, including maxillofacial fractures, are often seen in accidents involving (electronic) bicycles and scooters. 7–10 In literature, the incidence rate of cycling related facial fractures varies (3-19.7%). 11–13 The highest incidence (19.7%) was found in Amsterdam, the Netherlands.…”

Section: Introductionmentioning

confidence: 99%

The Association of Helmet Use with the Occurrence of Maxillofacial Injuries Following Bicycle or Scooter Accidents: A Retrospective Cohort Study

Saffar

Verdonschot

Stassen

et al. 2021

Craniomaxillofacial Trauma & Reconstruction

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“…The vast majority of existing studies on PTW road safety have either not considered mopeds or have not differentiated between mopeds and motorcycles. However, it has been highlighted in a few studies that even with speed restraints mopeds can be more hazardous than motorcycles with regard to road traffic injuries [32][33][34][35][36]. Thus, the belief that mopeds are safer PTW types as they cannot attain high speeds can be misleading.…”

Section: Introductionmentioning

confidence: 99%

Road Engineering Determinants of Moped and Motorcycle Crashes at Non-Intersection Road Segments in a Developing Country – Mauritius

Beeharry¹,

Ratanavaraha²,

Goodary³

2021

IJCI

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The road safety situation is extremely alarming in developing countries where 93% of the worldwide 1.35 millions road crash fatalities occur annually. As in most Low and Medium Income Countries (LMICs), in Mauritius also, powered-two-wheeler (PTW) riders are the most vulnerable road-user category with respect to road crash fatalities and serious injuries. Despite the application of enforcement and education counter-measures for decades the afore-mentioned situation does not ameliorate. With reference to the Safe System approach there is a need for a more holistic approach to road safety whereby the road and the road environment factors of PTW crash risks need to be considered in parallel with road-user and vehicle factors. This research aimed at amplifying awareness about the road engineering factors of PTW crash severity in a developing country context. With this focus the objective of this study was to identify the road engineering determinants of mopeds and motorcycles crash severity at non-intersection road segments in Mauritius. Police-reported data for 3,103 PTW injury crashes over the 3year period 2014 -2016 was used for the analysis. The Logistic Regression method was used with a dichotomous dependent variable; 'crash severity' and 10 explanatory variables. Specific categories of the 'Road Hierarchy', 'Pillion Rider' and 'Crash Partner' factors were found to be relevant to occurrence of fatal and serious injury crashes for motorcycle at road mid-block. For mopeds, horizontal curves from the 'Road Alignment' factor was found to be the most hazardous road configuration. Three common factors for both PTW types were identified; 'Light Condition', 'Crash Time' and 'Crash Type' but with partly distinct categories. The variables 'Crash Day', 'Weather Condition' and 'PTW Manoeuvre' were not related to crash severity of neither PTW type. The findings of this study can be used by road authorities to improve road safety along non-intersection road segments in developing countries, particularly for PTW riders.

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“…Both MP and MC trauma are areas of preventable morbidity and mortality; second, regulations regarding MP use in South Carolina are generally lax relative to MC use. 1 This laxity lends MP use to be increased in a subset of population. This subset, when injured, is documented to be more likely intoxicated and less likely to have em-ployment or health insurance than MC trauma patients.…”

mentioning

confidence: 99%

“…Ultimately, the data and respective literature demonstrate that more stringent helmet laws increase compliance, thereby reducing the risk of head injury, medical resource utilization, and death. 1,2,4 Our study is limited by its single-center retrospective nature and the information attainable from the database. Specifically, we were unable to distinguish between MPs and scooters, rider versus passenger status, and the number of riders per vehicle.…”

mentioning

confidence: 99%