George Institute for International Health - India, Hyderabad, India; George Institute for International Health and School of Public Health, University of Sydney, Sydney, Australia; Department of Trauma and Orthopaedic Surgery/Traffic Crash Research Unit, Ernst-Moritz-Arndt-University of Greifswald, Sauerbruchstrasse, Germany.
Injury. 2011 Jan;42(1):104-11. doi: 10.1016/j.injury.2009.10.049.
Motorised three-wheeled vehicles (motorised rickshaw) are popular in Asian countries including India. This study aims to describe the crash characteristics and injury patterns for motorised rickshaw occupants and the road users hit-by-motorised rickshaw in urban India.
Consecutive cases of road traffic crashes involving motorised rickshaw, irrespective of injury severity, whether alive or dead, presenting to the emergency departments of two large government hospitals and three branches of a private hospital in Hyderabad city were recruited. Crash characteristics,details of injuries, injury severity parameters and outcome were documented in detailed interviews.
A total of 139 (18%) of the 781 participants recruited were injured as a motorised rickshaw occupant (11%) or were hit by a motorised rickshaw (7%) in 114 crashes involving motorised rickshaw. Amongst motorised rickshaw occupants, single-vehicle collisions (54%) were more frequent than multivehicle collisions (46%), with overturning of motorised rickshaw in 73% of the single-vehicle collisions.Mortality (12%), the mean Injury Severity Score (5.8) and rate of multiple injured (60%) indicated a substantial trauma load. No significant differences in injury pattern were found between motorised rickshaw occupants and hit-by-motorised rickshaw subjects, with the pattern being similar to that of the pedestrians and two-wheeled vehicle users. With bivariate analysis for motorised rickshaw occupants,the risk of fatal outcome (odds ratio (OR) 2.60, 95% confidence interval (CI): 0.64–10.54), upper limb injury (OR 2.25, 95% CI: 0.94–5.37) and multiple injuries (OR 2.03, 95% CI 0.85–4.83) was high, although not statistically significant in multi-motorised-vehicle collisions as compared with the single-vehicle collisions or overturning. The risk of having multiple injuries (OR 4.55, 95% CI: 1.15–17.95) was significantly higher in motorised rickshaw occupants involved in front collisions. Being a front-seat motorised rickshaw passenger in a vehicle collision increased the risk of having a fatal outcome (OR 7.37,95% CI: 0.83–65.66) and a Glasgow coma score 12 (OR 2.21, 95% CI: 0.49–9.89), although not significantly when compared to the back-seat passengers.
These findings can assist with planning to deal with the consequences and prevention of road traffic injuries due to crashes involving motorised rickshaw, given the high use of these and substantial morbidity of related injuries in India. The need for improved understanding of the risk characteristics of motorised rickshaw is highlighted.
机动三轮车（机动人力车）在亚洲国家（包括印度）很受欢迎。本研究旨在描述印度城市机动人力车乘客和被机动人力车撞伤者的碰撞特征和受伤模式。
连续招募了在海得拉巴市两家大型政府医院和一家私人医院的三个分支机构的急诊部门就诊的，涉及机动人力车的道路交通事故，无论受伤严重程度、死活，都纳入研究。详细访谈记录了碰撞特征、受伤细节、损伤严重程度参数和结果。
在涉及机动人力车的 114 起事故中，共有 139 名（18%）参与者被招募为机动人力车乘客（11%）或被机动人力车撞伤者（7%）。在机动人力车乘客中，单车辆碰撞（54%）比多车辆碰撞（46%）更常见，73%的单车辆碰撞导致机动人力车翻车。死亡率（12%）、平均损伤严重度评分（5.8）和多发伤率（60%）表明存在大量创伤负荷。机动人力车乘客和被机动人力车撞伤者之间的受伤模式无显著差异，与行人及两轮车使用者的模式相似。对于机动人力车乘客，进行单变量分析，发现致命后果（比值比（OR）2.60，95%置信区间（CI）：0.64-10.54）、上肢损伤（OR 2.25，95%CI：0.94-5.37）和多发伤（OR 2.03，95%CI 0.85-4.83）的风险较高，但与单车辆碰撞或翻车相比，在多辆机动车辆碰撞中，统计学意义并不显著。在涉及正面碰撞的机动人力车乘客中，多发伤（OR 4.55，95%CI：1.15-17.95）的风险显著增加。在车辆碰撞中，作为机动人力车的前座乘客，增加了致命后果（OR 7.37，95%CI：0.83-65.66）和格拉斯哥昏迷评分 12（OR 2.21，95%CI：0.49-9.89）的风险，尽管与后座乘客相比，这并没有显著增加。
鉴于印度机动人力车的高使用率和相关受伤的高发病率，这些发现可以为处理与机动人力车碰撞相关的道路交通事故后果和预防提供帮助。突出了对机动人力车风险特征的理解的必要性。
