AUTHOR | PURPOSE | SAMPLE | KEY FINDINGS |
---|---|---|---|
Tumwesigye et al., 2016 [32] | Established the factors associated with cycle injuries | 289 cyclists per arm. | Independent factors associated with RTI included younger age, current alcohol intake, lower bike engine capacity, riding experience less than three years, riding over long periods, old motorcycle, sharing motorcycle, low-level knowledge of traffic rules (TR), and police stop for checks. |
Konlan et al., 2020 [2] | Determined the prevalence and pattern of RTC among commercial cyclists | 114 commercial cyclists | Prevalence of RTC was 64 and 74% RTC in the past one year RTC was attributed to excessive speeding, alcohol use, reckless riding, bad roads, collision with another cycle, slippery surfaces, non-observation of traffic regulations, wrongful overtaking. |
Vaca et al., 2020 [34] | Provided an overview of Ugandan traffic safety trends in the past decade, focus on boda bodas (cyclist) |  | Police report: Male were frequently involved in RTC (73.95%) RTC were associated with younger adults (25-34 years), careless and reckless driving RTC is more localised in the capital. Hospital data: RTC victims were 59% (July 2015) and increased to 72% in 2018. RTI accounted for 41% of trauma, and head traumas are 54% (2015) and 62% (2018) |
Konkor et al., 2019 [16] | Examined risky behaviours and timing to first collision among cyclists | 818 household representatives | Experienced RTC (50%) The average timing to the first RTC was 5.3 years. Knowledge on safety of helmet use and the speed limit was low Alcohol consumption and knowing someone who died of RTC were higher among those with a previous history. |
Wankie et al., 2021 [25] | Estimated the prevalence of RTC and contributing factors | 557 commercial cyclists | Mean age of 28.7, currently smoking (12.6%), alcohol use (68%) involved in RTC RTC (77.4%), and average incidence was 3.3 crashes. Higher odds of RTC among riders with ≥3-5 years riding experience, carrying two or more passengers, alcohol use, poor roads, and speed above 45 km/hr. |
Reardon et al., 2017 [30] | Described the epidemiology and geographic distribution of RTCs in Moshi, Tanzania. | 300 RTIs - Police data from Feb 2013 to Jan 2014 | Most injuries occurred at 4 intersections on 2 main corridors. Car crashes (48%) and motorcycle collisions (35%) mainly involve males. Cyclists (43%) wore helmets. RTC were grievous (12%), and the average victim age was 33 years. Occurred during daylight (67%) as 24% had alcohol test and 14% were positive |
Ndagire et al., 2019 [24] | Determined compliance based on a combination of 4 safety measures and associated factors | 340 motorcyclists | Mean age of 29.5 RTC victims and riding experience of 1 to 20 yrs., Cyclists had riding permits (47.1%) and had class A permit (28.8%), retro vest (39.1%), helmet (89.1%), and carried only one pillion rider (86.1%). Only 3 riders complied with all 4 safety measures |
Muni et al., 2019 [17] | The risk of self-reported RTC is lower in safe Boda than in regular drivers | 342 cyclists - 171 each arm | 85 crashes- 31 in safe Boda and 54 in regular riders for 6 month follow up period Safe Boda drivers were 39% less likely to be involved in RTC than regular riders after adjusting for age, possession of a license, and education. Attended a road safety training (86.4%) |
Havugimana et al., 2020 [15] | Influence of cyclists’ practices on road safety | 384 riders and four key informants | Level of compliance with safety practices, valid license, and helmet use (27.2%). Personal factors - age, receipt of training, and attitude towards road safety practices, influenced compliance independently. |
Abia & Tache, 2017 [14] | Knowledge of cyclist on road safety, safe riding practices, and the usefulness of PPE | 300 riders from selected parking points | Had formal motorcycle riding training (20%) and basic PPE knowledge (95%). Never wore any PPE during motorcycle riding (65%). Riders had little or no knowledge of road safety, ethics, or the importance of PPE (80%). Riders were aware of road code and traffic signs (75%), though 40% did not respect it. |
Baru et al., 2019 [31] | Factors affecting injury severity levels of RTC victims referred to selected public hospitals in Addis Ababa | 363 RTC victims | Severe injury among RTA victims (36.4%). Victims extricated at the scene by health care professionals, police, and street traffic police control were significantly associated with less severe injuries. Cyclist or Pillion without a helmet used alcohol, had multiple injuries, collision in cross-section, unrestrained occupant, in the back of a truck was associated with severe injury |
Agyemang et al., 2021 [29] | Investigated and compared factors associated with motorcycle crash injury outcomes in rural and urban areas | Five years of motorcycle crash records (2014 to 2018) | Rural area crashes occurred under dark and unlit roadways, and urban areas recorded more intersection-related crashes. Pedestrian collisions occurred in urban areas and head-on collisions in rural areas. Collisions with a pedestrian, run-off-road, and collisions under dark and unlit roadway conditions resulted in fatal injury. |
Boniface et al. 2016 [36] | Determine the pattern, associated factors, and management of road traffic injury patients | 4675 road traffic injury patients | RTC (70.2%) victims were between 18 and 45 years. Motorcycles were the leading cause of road traffic crashes (53.4%). Factors associated with mortality were; using police vehicles to hospital (P = 0.000), receiving medical attention within 2 to 10 h after injury (P = 0.000), 18–45 years age group (P = 0.019), not using helmet (P = 0.007), severe injuries (P = 0.000) and sustaining multiple injury (P = 0.000). |
Dapilah et al., 2017 [39] | Examined how motorcyclist characteristics influence road traffic behavior and its implications | A randomized sample of 220 motorcyclists | Age, occupation, and motorcycle ownership were significantly associated with wearing a helmet. Age and alcohol use was found to have a significant relationship. The number of road traffic accidents and deaths were related to road traffic behavior of motorcyclist |
Kiwango et al., 2021 [35] | Determined the association between alcohol consumption, marijuana use, and RTIs among commercial motorcycle riders | Cases (164) attending, Controls (400) not attended hospital | Risky drinking was associated with close to six times the odds of RTIs (OR = 5.98, 95% CI: 3.25–11.0) and remained significant after adjusting for sociodemographic, driving, and work-related factors (OR = 2.41, 95% CI: 1.01–5.76). The crude odds ratios of RTIs were significantly higher among users of marijuana (OR = 2.33, 95% CI: 1.38–3.95). |
Ndwiga et al., 2019 [38] | Determined factors associated with road traffic accidents involving motorcyclists | 180 commercial motorcyclists | Road traffic accidents (38%) in the past one year and at least once (69.1%) Motor riders attributed the occurrence of the accident to poor visibility (26.5%), overspeeding (23.5%), careless motorists (13.2%), and potholes (8.8%). |
Ngari et al., 2019 [27] | Determined the incidence of commercial motorcycle accidents (MCAs) | 202 commercial motorcycle riders | Riders in singlehood marital status were almost twice as likely to experience an MCA compared to those married [Adjusted HR (AHR) =1.8 (CI: 1.1, 3.4), p = 0.046]. Khat (Catha edulis) users were 2-fold likely to experience an MCA relative to non-Khat (Catha edulis) users [AHR = 2.1 (CI: 1.1, 4.2; p = 0.021]. |
Sahr et al., 2020 [26] | Examined the factors associated with the occurrence of road traffic accidents among motorcycle riders | Motorcycle riders (61) and passengers (59). | Accidents mainly occur due to riders riding a motorcycle without formal training Motorcyclists who were without driver’s license had lack of adequate professional riding knowledge, Other factors were mechanical defects, bad roads, over speeding, over-load, traffic officers, police harassment of riders |
Salum et al., 2019 [33] | Identified the factors influencing the severity of motorcycle crashes. | 784 motorcycles crashes that occurred from 2013 to 2016 | Factors that increase the probability of fatalities were speeding, driving under the influence, head-on impact, presence of horizontal curves, reckless riding, off-peak hours, violations, and riding without a helmet. Crashes occurring on weekdays, during peak hours, at intersections, involving a rear-end impact, in daylight, on-street roads, and under clear weather conditions decrease the probability of a fatality. |
Singoro et al., 2016 [33] | Determined the causes and trends of motorcycle accidents | 400 people from households | Human error is the leading cause of motorcycle accidents. Structured and comprehensive training of riders on traffic codes and regulations will most likely reduce accidents and associated economic losses. |
Vissoci et al., 2020 [28] | describe the safety behaviors of commercial motorcyclists | 609 commercial motorcyclists | Motorcycle drivers (38.7%) experienced a crash during their lifetime, of which more than half (n¼134, 56.8%) suffered injuries. Motorcyclists (100%) reported always wearing a helmet, a chin strap (99%), and having a passenger helmet (98.8%). |
Adeleye et al., 2019 [37] | Review the clinical epidemiology characteristics of motorcyclist | 833 of all roads related injuries | Victims had a mean age of 33.1 years and consisted of males (83.1%), low socioeconomic status (> 90%), aged between 20 and 40 years old (56%). MCCs involved only riders (32.1%), and 69% were motorcycle crashes. |