Allen T, McClure R, Newstead S V, Lenné M G, Hillard P, Symmons M, Day L
a Monash University Accident Research Centre , Clayton , Victoria , Australia.
b Harvard Injury Control Research Center , Harvard School of Public Health , Boston , Massachusetts.
Traffic Inj Prev. 2016 Nov 16;17(8):870-7. doi: 10.1080/15389588.2016.1159304. Epub 2016 Mar 15.
The purpose of this study was to describe the nature and extent of current powered 2-wheeler (PTW) risk exposures in order to support future efforts to improve safety for this mode of transport.
A cross-sectional analysis of the control arm of a population-based case-control study was conducted. The control sample was selected from 204 sites on public roads within 150 km of the city of Melbourne that were locations of recent serious injury motorcycle crashes. Traffic observations and measurements at each site were sampled for a mean of 2 h on the same type of day (weekday, Saturday, or Sunday) and within 1 h of the crash time. Photographs of passing riders during this observation period recorded data relating to characteristics of PTWs, age of riders, travel speed of PTWs and all vehicles, time gaps between vehicles, visibility, and protective clothing use.
Motorcycles and scooters represented 0.6% of all traffic (compared with 4% of all vehicle registrations). Riders were significantly more likely to have larger time gaps in front and behind when compared to other vehicles. The average travel speed of motorcycles was not significantly different than the traffic, but a significantly greater proportion were exceeding the speed limit when compared to other vehicles (6 vs. 3%, respectively). The age of registered owners of passing motorcycles was 42 years. Over half of riders were wearing dark clothing with no fluorescent or reflective surfaces. One third of motorcyclists had maximum coverage of motorcycle-specific protective clothing.
A very low prevalence of motorcyclists combined with relatively higher rates of larger time gaps to other vehicles around motorcycles may help explain their overrepresentation in injury crashes where another vehicle fails to give way. An increased risk of injury in the event of a crash exists for a small but greater proportion of motorcyclists (compared to other vehicle types) who were exceeding the speed limit. An apparent shift toward older age of the active rider population may be reducing injury crash risk relative to exposure time. There is significant scope to improve the physical conspicuity of motorcyclists and the frequency of motorcycle specific protective clothing use. These results can be used to inform policy development and monitor progress of current and future road safety initiatives.
本研究旨在描述当前电动两轮车（PTW）风险暴露的性质和程度，以支持未来为提高这种交通方式的安全性所做的努力。
对一项基于人群的病例对照研究的对照组进行横断面分析。对照样本选自墨尔本市区150公里范围内公共道路上的204个地点，这些地点是近期发生严重伤害摩托车事故的地点。在同一天（工作日、周六或周日）且在事故发生时间的1小时内，对每个地点进行平均2小时的交通观察和测量。在此观察期内，对过往骑手的照片记录了与电动两轮车特征、骑手年龄、电动两轮车和所有车辆的行驶速度、车辆间的时间间隔、能见度以及防护服使用情况相关的数据。
摩托车和踏板车占所有交通流量的0.6%（相比之下，所有车辆注册数的占比为4%）。与其他车辆相比，骑手在前后方有更大时间间隔的可能性显著更高。摩托车的平均行驶速度与交通流量无显著差异，但与其他车辆相比，超过限速的比例显著更高（分别为6%和3%）。过往摩托车注册车主的年龄为42岁。超过一半的骑手穿着无荧光或反光表面的深色衣服。三分之一的摩托车手最大限度地穿着特定于摩托车的防护服。
摩托车手的比例极低，且与摩托车周围其他车辆相比，时间间隔相对较大的比例较高，这可能有助于解释在另一辆车未让路的伤害事故中他们的比例过高的现象。一小部分但比例更高的超速摩托车手（与其他车辆类型相比）在发生碰撞时受伤风险增加。活跃骑手群体明显向年龄较大转变，这可能相对于暴露时间降低了伤害事故风险。提高摩托车手的身体可见度以及特定于摩托车的防护服使用频率有很大空间。这些结果可用于为政策制定提供信息，并监测当前和未来道路安全举措的进展情况。
