An Observational Study on Motorcycle Helmet Use in a Sri Lankan City

Transcription

1 Journal Emerging Trends in Engineering and Applied Sciences (JETEAS) 9(1): 1-6 Scholarlink Research Institute Journals, 2018 (ISSN: ) jeteas.scholarlinkresearch.com Journal Emerging Trends Engineering and Applied Sciences (JETEAS) 9(1):1-6 (ISSN: ) An Observational Study on Motorcycle Helmet Use in a Sri Lankan City Niranga Amarasingha, and O.H. Dumindu C. Gunathilaka Faculty Engineering, Sri Lanka Institute Information Technology, Malabe, Sri Lanka. Corresponding Author: Niranga Amarasingha Abstract Motorcycles are popular among Sri Lankans for commuter traveling as an economical mode transportation. Most the motorcycles fail to fer the necessary protection for the in the case a crash, resulting in increased crash severity. Helmets are considered a key measure in improving this situation. The main objective this study was to investigate the helmet usage patterns among the motorcycle riders in a Sri Lankan city through an observational survey. In this study, 5,968 motorcycles and 7,332 were observed at five locations. The data on number occupants, helmet usage patterns the riders, pillion riders, and other occupants were observed along with their age group category (whether adult or child), and gender on a structured data sheet. The observation surveys indicated that overall helmet usage was as high as However, out the 7,332, only 2,298 (31.3) properly wore helmets. About 4,334 (59.1) were identified as improper helmet worn riders. It is noted that the helmet usage rate was low among children, which is particular concern. Based on the results several measures to increase the helmet usage rate in Sri Lanka were suggested.if these measures are implemented, by reducing the crash severity the social economic cost to the country can be saved. Keywords: vulnerable road, motorcycle helmets, safety, observation survey INTRODUCTION Motorcycle is an economical and easy mode transportation compared to a passenger car in many developing countries. Further, emissions due to motorcycles are low compared to cars and also they take up less space on the roadway. On the other hand, the severity the injuries and costs a motorcycle collision are typically much higher than an average automobile crash (Rowland et al, 1996). If a roadway crash happens, motorcycle riders have a higher exposure than other motor vehicle drivers and occupants. Most the motorcycles fail to fer the necessary protection for the riders in the case a crash, resulting in increased crash severity. Numerous reasons have been already identified for motorcycle by previous research and several countermeasures have been proposed to provide protection for motorcycle riders. Among those the correct safety helmet usage has been widely discussed. A safety helmet is capable reducing the severity, even though it is not able to prevent a crash. According to the World Health Organization (WHO) statistics, safety helmet use can reduce possible fatalities by 40 and serious injury damages by 70 (WHO, 2016). During the early twentieth century, motorcycle helmets made out leather had been used as a fashion statement rather than safety equipment. With time passed, the manufacturing material was converted to the fiberglass, in which the structure was also not made to provide a defendable safety that suits the riders. With time passing, an eye protection and head injury shield was developed, but the strength these remained at a very poor state. The prime standards have gradually been upgraded with the improvements science and technology. During early 1960, the American Federal Highway Administration went through a few key stages to minimize the motorcycle fatalities considering the efficiency and improved safety the helmet usage (NHTSA, 2003). As a result that effort, highway safety act was passed in the United Statesin year All these amendments, rules and regulations became worldwide in one way or the other to avoid fatalities and severities motorcycle related. In Sri Lanka, safety helmet laws were first passed in The motorcycle helmet regulations have been prepared by the relevant administrative ministry under this law. The law has been amended in 1984 making safety helmets mandatory for both rider and pillion riders (CLII, 2016). The types motorcycles that are covered by law was amended in 2009, requiring mandatory safety helmets for all motorcycle types including moped type and motorcycles with low engine capacities. According to the Sri Lankan motor traffic department, from year 2011 to 2015 the motorcycle registration has been increased by (DMT, 2016) Further, registered motorcycle 1

2 percentage out all motor vehicles also increased by 0.76 from year 2011 to In 2015 the number registered motorcycles in Sri Lanka is 370,889 and it is more than 50 total vehicle population, showing the importance this mode transportation. During the year ,147 motorcycle have been reported to the police and it is the highest number reported during the period. This was 11.7 increment compared tomotorcycle in the previous year, Motorcycle is a very familiar transportation mode in Sri Lanka. To fulfill travel requirements in the dayto-day life people in a developing country, it is a simple and economical mode. Though there are speed limits, safety precautions, and enforcement attempts; the number fatalities and the has been increasing day by day. However, the crash based factual reasons to overcome or to reduce the increment the motorcycle are little known. The purpose for this study was to investigate the helmet usage at a selected geographical area, due to lack resources typical in developing countries. However, it a good representation the overall situation in the country in regards to the motorcycle safety. The main objective this study was to identify the characteristics helmet usage patterns. In addition to that, study planned to identify the incapacities Sri Lankan helmet laws, to identify the human attitude on safety helmets, and to identify the public awareness about the motorcycle safety, which are also considered as objectives the study. Safety Helmet Generally the safety helmet is designed for moderately absorbing the sudden impact from a force that can apply to the head (WHO, 2006). Furtherit is intended to distribute the energy blunt shock in a case to defend the head from the damage severity. The helmets do not reduce the occurrence an event, but it is capable decreasing the severity. Especially, the damage that can happen to the skull can be reduced by a properly worn helmet. Previous studies show that mandatory helmet laws reduce head injuries among motorcyclists. In modern days, the helmets that are available in the market are durable, rich in wearing comfort, and light in weight (Sunowmobile, 2015). Further they reduce the wind disturbances, noise issues and exhaustion by venting the face cabin. Even though these helmets seem acceptable in appearance, a helmet replacement after every five years is recommended. (Hinchliffe, 2015) If a helmet has been damaged or faced with a crash rather than rehabilitating and reusing, it is advisable to replace with a new one. Under the basic protective properties, the helmet should be able to bear the impact management under collision against a hard object. The chain straps also need to be sufficiently strong enough to keep the helmet on the rider s head throughout the accident impact. Further, the helmet should ergonomically feasible with the rider s position constancy. The basic helmet types that are available in market are described below (Sunowmobile, 2015). Full-face helmet: This type shields the whole head including the rider s front face and chin. It enriches with the skull defensive segment over the chin protecting the nose, teeth, and the chin the rider. Further, the pain on rider s face muscles due to wind cut f by the front plastic face shield. But motorcycle helmets regulations in Sri Lanka do not allow to wear this type helmets in roadways. Open face: The open face helmet type covers three quarters riders head including cheeks, ears, back the head, and lower nape. Under the Sri Lankan regulations, riders can use this type helmets and this is also the most common among riders in Sri Lankan roadways. This provides better head protection than half helmets. A windshield can be separately attached to the front the helmet that can be useful in preventing the dust, wind and even bugs that comes directly to the eyes towards the direction the face. Off Road: Off road or Motocross helmet types are generally used for the competitions and rarely seen on public roadways in Sri Lanka and the structure the helmet is somewhat similar to the full face helmet structure. But moderately exposed face and the chin bar provide the extra protection that is critically required on the outfields and rough terrains instead roadways. Modular: Modular helmet types can be recognized as a combination open face and full face structures. In the case managing the safety while keeping the weight at a considerable level modular helmet type is a good product. Half Helmets: This type covers only the top part the head. Though the half helmet type seems rather unsafe, for tropical countries this is somewhat a suitable solution to avoid from the excessiveheat that can be trapped inside. This type helmets is hardly seen in Sri Lankan roadways. WHO reports Sri Lanka at point seven in a 0 to 10 scale mandatory helmet law enforcement (WHO, 2006).However, information on the helmet wearing rate among motorcycle riders in Sri Lanka are not known and hardly ever studied. DATA AND METHODOLOGY An observational survey on helmet wearing characteristics and riding behavior was conducted in five locations at Ambalangoda, a city in southern part Sri Lanka. The survey covers A-Class, B-Class, C- Class, and D-Class roadways at Ambalangoda administrative division and most congested junctions. These five locations as shown in Figure 1are identified carefully after getting information form 2

3 motorcyclists and after consulting with Ambalangoda Police. Figure1 Survey Locations The data on number occupants, helmet usage patterns the riders, pillion riders and other occupants were collected along with their age group (whether adult or child), and gender on a structured data sheet. A multiple counter was used to effectively obtain the helmet usage patterns using videos which were recorded at the intersections during the peak hours. Peak time in this town is from 06:00 to 08:00; from 11:45 to 13:45, and from 16:30 to 18:30. In the case identifying the helmet usage patterns it required an appropriate visibility. Hence, the survey time duration was limited from dawn to sunset, instead considering a 24 hour time period. However, within peak hours data were collected in each location and five days were spent for surveys to cover all five locations. Surveys started during the third week the May, The adverse weather condition affected after three days survey and surveys on other two locations were conducted after weather condition returned to normal at the end May, 2016 because most the motorcyclists tend to limit their travel for unavoidable trips during the unexpected rain. Further, a questionnaire survey was conducted at two gas stations to understand the motorcyclists ideas on basic safety measures regarding the motorcycle helmets and driving behavior. The Ambalangoda Police traffic log books from 2011 to 2015 were investigated to collect the crash data. Besides the crash data collection through the visit to the Ambalangoda police station, the head the traffic police was also interviewed to collect further information about the helmet usage and riding characteristics motorcyclists. The collected data were tabulated using Microst spreadsheets and graphs and pie charts were developed. The percentages police crash data and the field survey data were examined under configurations helmet wearing categories, gender, age group, and passenger limit. The percentage comparisons were done using pie charts, tables, and graphs. RESULTS The results are presented under three sections based on the data considered in this study. Police Reported Crash Data Figure 2 shows the total police reported and the motorcycle in Ambalangoda area during 2011 and During these years, the highest number motorcycle was reported in 2011 and number was decreasing up to year 2014 and in 2015 sudden increase could be seen. The increased number motorcycles may be the nearest reason for this sudden crash increment in In 2012 the highest number motor vehicle 3

4 Motorcycle crash out total was reported and motorcycle were 29.6 out it. During 2015, the percentage motorcycle was 54.1 showing the magnitude the safety problem for motorcycle. Hence, the evaluation the motorcycle and the crash severity should be taken into serious consideration. The were categorized into four point scale such as fatalities, serious injuries, minor injuries and Property Damages Only (PDO) as presented in Table 1. It was clear that the motorcycle crash percentages for PDO out all PDO are lower than that injury in each year. This may be due to lack reporting the low-severity to the Police due to the overwhelming time on court cases. Most the people settle down the PDO just on the roadways without reporting to the Police. Police reports also indicated that most the simple injuries had been turned out to be serious injuries and even to fatalities due to motorcycle rider s poor safety measures and carelessness. Table 1 Police Reported Crashes in Ambalangoda Area during Figure 2 Total number and motorcycle in Ambalangoda during Year Fatality Serious injuries Minor injuries Property Damage Only Total Helmet usage in involving motorcycle occupants over the past five years police-reported data is investigated. It was noted that, 100 the motorcycle who did not wear helmets were males. Also, police-reported crash data showed that at the time crash about did not wear helmets and did not properly wear the helmets. The recorded improper helmet wearing methods included visibility issues, not tying the helmet strip, and loose helmets. Due to improper helmet wearing, if a motorcyclist happens to involve in a crash, the damages that can happen to the head will lead to increased severity the crash and even a simple injury could be turned to a fatality. 0.9 out 7,332 riders travelled alone without helmets and in another 108 (1.5) both motorcyclist and the passenger did not wear helmets. Also, 354 (4.8) violated the passenger limit and it was observed that in all those cases the third person travelled without a helmet. Among them 126 were children indicating a serious safety concern. When people were riding as couples; at least one user wore a helmet in A-class roadways, while 5 cases neither them wore helmets in B-class roadways and 9 cases neither them wore C-class roadways.. Observational Survey Data In this study, 5,968 motorcycles and 7,332 were observed in five locations as shown in Table 2. About 4

5 Table 2. Observational Data for Motorcycle Helmet Usage Description Polwatta Halwathura Dharmashoka Kularathna Kandegoda Roadway Class C C A A B - Total Observation Type Users Motor cycles Rider with helmet , , , ,740 4,740 Rider without a helmet Rider & Passenger both have helmet Passenger not wear helmet rider with helmet , Both are without helmet Baby in front rider and inbetween passengers (as the third person) More than one passenger (with helmet) More than one passenger (without helmet) Total number observations 1,008 1,344 1,662 1,626 1,692 7,332 5,968 As a all observed Out the 7,332, 2,298 (31.3) were properly wearing standard safety helmets. However, another 4,260 (59.1) were not properly wearing the helmets and among them 76.9 riders were men. The rest, 700 (9.5) didnot wear a helmet and most the riders were men. Questionnaire Survey Data A questionnaire survey was conducted among 40 motorcyclists at two gas stations in Ambalangoda city. The results showed that 95 riders said that they wear a helmet when riding a motorcycle and always make sure to tie the helmet strip. About 82.5 them said that they try to avoid the busiest intersections while 67.5 riders said that according to situation they tend to carry more than one passenger. Only about 27.5 riders mentioned thatthey make sure that a child passenger is wearing the helmet. These results implied that the unawareness about the helmet laws and neglecting the risk avoidance can be the main reasons for such improper helmet usage patterns. higher on B- and C-class roadways. Further, the average results proved that the correct regional helmet using patterns should essentially needed to be developed. Furthermore, according to the field surveys 9.5 the riders were observed without a helmet and among them most the riders were men improper helmet were also observed and among them 76.9 riders were men. Hence, male riders can be recognized as the main targeted group for helmet promoting campaigns. Field observations implied that, the child passenger helmet usage is also at a very low level. According the survey distributed among the motorcyclists, it confirmed that the unawareness about the helmet laws and neglecting the risk avoidance can be the main reasons for such helmet usage patterns. To overcome this unawareness regarding helmet usage, street dramas, crash related campaigns at public locations, and awareness programs about the crash severity via leaflet distribution could be carried out. CONCLUSIONS From 2011 to 2014 the regional motorcycle crash percentages have gradually reduced but during 2015 again the motorcycle crash percentages has been increased with respect to the total. Through this study, it was identified that 68.7 motorcyclists were having a higher risk a head injury, if they face and 126 (1.72) child passengers are in danger since they were not protected with helmets. Compared to Class A roads, the helmet non and unsafe child rider rates were Further, due to the Ambalangoda urban road network a rider may have different alternative routes. If the police ficers were at the town for enforcement the helmet laws, most the motorcyclists habitually use alternative routes. Hence, most the riders those who ride without helmets easily escape from the enforcement police ficers. Adding more traffic police ficers to the roadways may not be the solution to change the poor helmet usage habits people. A CCTV camera system for each congested junctions to identify the absences helmet and 5

6 a digital fining system to control those misbehaviors may be potential solutions. According to the survey results, the children s poor helmet usage patterns also highlighted. This will be a further issue when those children become adults. To overcome this issue, school based awareness programs, debating programs and art campaigns would be more helpful. As a long term solution, schools may start to teach about roadway crash mitigation, laws, and fining systems regarding the roadway vehicle safety. By considering all these facts, this study recommends an organization which observes about road user behavior need to be established under each administrative division. World Health Organization. Why Are Helmets Needed? ls/helmet_manual/1-why.pdf. Accessed Jun 20, This study was limited only for a city in Sri Lanka, if the study is expanded to other cities the regional variations the helmet usage pattern can be studied. Also, the data collected was done only for five days as limited time and budget. If cross-sectional study is conducted, much more detail on helmet usage pattern can be obtained. REFERENCES Commonwealth Legal Information Institute, Motor Traffic Act, Sri Lanka, Accessed Jun. 28, Department Motor Traffic, Total Vehicle Population , temid=115&lang=en. Accessed Feb 25, Hinchliffe, M. Jan When to Replace Your Motorcycle Helmet, Accessed 21 Jul, National Highway Traffic Safety Administration, U.S. Department Transportation, Oct Evaluation the Repeal the Motorcycle Helmet Laws in Kentucky and Louisiana, +Techs/current/Evaluation+Of+The+Repeal+ Of+The+Motorcycle+Helmet+Laws+In+Kent ucky+and+louisiana. Accessed Jul. 21, Rowland, J., F. Rivara, R. Soderberg, R. Maier, and T. Koepsell, T Motorcycle Helmet Use and Injury Outcome and Hospitalization Costs from Crashes in Washington State, American Journal Public Health, Vol. 86, No. 1, Jan, pp Snowmobile, Your Motorcycle Helmet, Accessed May 20, World Health Organization.Road Traffic Injuries, May 2016, 58/en/. Accessed Jul. 21,