Disparity of motorcycle helmet use in Nepal – Weak law enforcement or riders' reluctance?

Like many low- and middle-income countries, Nepal is experiencing a massive motorization, predominantly from increased use of motorcycles which is driving a surge in road-related injuries and fatalities. Motorcycles and their riders have been identified as a focal point for road traffic injury prevention measures. While helmet use is mandatory for both motorcycle drivers and passengers, fines for helmet non-use are only levied on drivers, not on passengers, and it is unclear how this unequal enforcement translates to helmet use rates in Nepal. Hence, a video-based observation on motorcyclists’ helmet use was conducted alongside a questionnaire survey on fatalism, perceived police enforcement, risk-taking personality, and perceived usefulness of helmets. For the observation and questionnaire survey, seven rural and urban sites were selected from all seven provinces of Nepal, representing varied populations, road environments, and elevations. The observation of the helmet use behavior of 2548 motorcycle riders revealed an alarming picture of helmet use in Nepal. While more than 98% of observed motorcycle drivers in Nepal used a motorcycle helmet, less than 1% of observed passengers did so. Interviews of 220 riders show that the absence of a fine for helmet non-use by passengers is accompanied by an unawareness of the traffic law, where only 11.8% of respondents knew about the mandatory helmet use law for passengers. Unhelmeted riders had a significantly higher attribution of road related crashes to fate, compared with riders that used a helmet. Results of this study can serve as an evidence base for revisions of Nepal’s Vehicle and Transportation Management Act in regard to traffic rule enforcement and fines. They further show the global importance of comprehensive regulation on safety related behaviors of road users. The feasibility of more comprehensive enforcement is discussed against the background of helmet availability for passengers.     

An observational study of restraint and helmet wearing behaviour in Malaysia

Unrestrained and unhelmeted occupants are at increased risk of severe injury or death in the event of a crash, and there is evidence that children, particularly in low and middle income countries, have low restraint and helmet wearing rates.Roadside observations of occupants of passing vehicles (7247 cars, vans and taxis and 2897 motorcycles) in nearside lanes were made at seven selected road sites located around the Klang Valley (greater Kuala Lumpur) area representing a variety of demographic locations.The findings revealed an overall low rate of seat-belt wearing in vehicles (front seat drivers: 44.6%; front seat adult passengers: 33.8%; front seat child passengers: 11.8%; rear seat adult passengers: 5.2%; and, rear seat child passengers: 5.8%). For motorcyclists, the majority of adult riders and pillions wore helmets (93.4% and 85.8%, respectively), however a substantial proportion (40%) did not fasten their helmet properly. Of children observed on motorcycles, only 30.5% wore helmets.This study shows low seat-belt and helmet wearing rates, despite enactment of legislation that requires all vehicle passengers to be restrained and for all motorcyclists to wear helmets. This was particularly evident for children (front and rear seating positions) and rear seat adult passengers. It is suggested there is a general lack of awareness of safety and the benefits of restraint/helmet use, and lack of adequate and appropriate enforcement. The implications of the findings are discussed in terms of promoting restraint/helmets use, enforcement of legislation and implementation of technologies to increase appropriate restraint/helmet use.     

Impact of a comprehensive safety program on bicycle helmet use among middle-school children

A bicycle helmet program was evaluated in three middle schools using a multiple baseline across schools design. Two of the three schools had histories of enforcement of helmet use. During baseline many students riding their bikes to and from school did not wear their helmets or wore them incorrectly. A program that consisted of peer data collection of correct helmet use, education on how to wear a bicycle helmet correctly, peer goal setting, public posting of the percentage of correct helmet use, and shared reinforcers, all of which were implemented by the school resource officer, increased afternoon helmet use and afternoon correct helmet use in all three schools. Probe data collected a distance from all three schools indicated that students did not remove their helmets once they were no longer in close proximity to the school, and probe data collected in the morning at two of the schools showed that the behavior change transferred to the morning.     

Expectations of efficacy,social influence and age as predictors of helmet-use in a sample of Spanish adolescents

Despite the proven effectiveness of helmets in avoiding or reducing the severity of brain injuries and the law requiring their compulsory use, both by drivers and passengers of motorcycles, approximately 20% of Spanish adolescent motorcycle users do not wear them. This study analysed the pattern of motorcycle and helmet-use in a sample of Spanish adolescents (age range 14–17; n = 874) and the relationship this safety measure has with belief in its effectiveness and its use by friends and relatives. Overall more males than females ride motorcycles and this difference increased with age. Motorcycle drivers and passengers who always wear helmets consider them to be more effective than those who do not use a helmet all of the time. The best predictors of helmet-use among motorcycle drivers were their beliefs regarding the helmet-use of their friends and relatives. In the case of passengers, knowing that their friends always wear them and age were the best predictors of helmet-use. Programmes and campaigns promoting helmet-use must take into account the modelling effect of close referents or other role models in order to increase their effectiveness.     

Analysis of correlations between psychological factors and self-reported behavior of motorcyclists in Malaysia,depending on self-reported usage of different types of motorcycle facility

Segregated road lanes for motorcyclists are one of the practices implemented by the Malaysian authority to decrease the number of road crashes involving motorcycles. In this study, the motorcycle lanes are divided into three types, exclusive, inclusive, and paved shoulder. This study examined the correlations between motorcyclists’ psychological factors and their risky riding behaviors (speeding and neglecting to wear helmet), depending on self-reported usage of different types of motorcycle facilities. The psychological factors discussed in this study were: attitude, desire, perceived behavior control, moral obligation, perceived danger, fear of being caught, and perception of others’ behaviors toward the risky behaviors. Quantitative analyses, including Structural Equation Modeling, were used as the analytical tools. The results demonstrated the statistically significant relationship of exclusive road lanes’ usage on speeding behavior. However, no statistically significant correlation was found for segregated lanes’ usage on helmet wearing behavior. Psychological factors were found affecting the motorcyclists’ likelihood of performing the risky behaviors. However, these factors influence speeding and helmet wearing behavior differently. The study offers recommendations and theoretical contributions to explain the complex relationships among the uses of segregated lanes, riders’ psychological factors, and their risky behaviors.     

A model of factor analysis: Reasons for using a helmet in a sample of non-competitive Italian cyclists

IntroductionThe increased bicycle use for transport as an alternative to motorized vehicles has by now become a common occurrence in all Italian cities. Even though the benefits of using a helmet to protect against trauma in bicycle accidents have been demonstrated, its use is still limited. The objective of this study is to analyse those motivations for helmet wearing that can influence their adoption.MethodsData was gathered through an online questionnaire in collaboration with the Federazione Italiana Amici della Bicicletta (Italian Federation of Friends of the Bicycle), a recreational cyclists association.Motivations to use a helmet were investigated using a factorial analysis model. Factors were analysed through a points allocation system and compared according to gender, area of residence and whether the cyclist was a helmet-enthusiast.ResultsThe sample was made up of 1781 individuals, with a declining participation rate from North to South; 63% of respondents were men.Three factors were identified from the sample: helmet use as a safety benefit; helmets being perceived as a hindrance; and helmet used out of habit as well as to follow the virtuous example of friends and/or acquaintances during cycling outings. The major kinds of evidence are: regarding gender, differences in the perception of a helmet as a hindrance (p < 0.001) and its use out of habit (p < 0.001); as for area of residence, differences in the perception of a helmet as a hindrance (p = 0.01) and its use out of habit (p < 0.01); as regards being a helmet-enthusiast, differences were found for all the factors (p < 0.01).ConclusionsThese results contribute to understanding the scenario that affects motivational beliefs through facilitating or deterring cyclists from using a helmet during recreational cycling. The evidence suggests how to argue the helmet use discussion among Italians. In such a homogeneous population of respondents in terms of passion for cycling, opinions on helmet use were dissimilar from the point of view of both its perception and the subsequent motivation for using it.Exploring perceptions and motivations on helmet use is a key element in understanding cyclists’ behaviour in order to characterize different users. A combination of friends/peer influence, reduction in the perception of helmets as a hindrance, and reinforcing of safety could represent the starting point for planning interventions.     

Risky riding behaviours among motorcyclists in Malaysia: A roadside survey

Motorcyclists are over-represented in fatal crashes in Low- and Middle-Income Countries (LMICs). In Malaysia, motorcyclists comprise about 60% of all fatalities in road crashes. However, the prevalence and determinants of risky riding behaviours have been rarely studied in the country. This study aims to investigate motorcycle-related risky riding behaviours at signalised intersections. A total of 72,377 observations were made during six days at six different signalised intersections in Terengganu, Malaysia. Four risky riding behaviours were observed together (i.e. helmet non-use, red-light running, mobile phone use, turn signal neglect) along with additional demographic and contextual factors. The most prevalent risky riding behaviour was turn signal neglect (29.7% of all observations), and the least prevalent was mobile phone while riding (0.2% of all observations). Four logistic regressions were fitted to predict the four risky riding behaviours using the demographic and contextual explanatory factors. The results suggest that helmet non-use increases among female riders, riders wearing industrial uniforms, carrying passengers, riding during the weekend, during off-peak hours, during clear weather, at T-junctions, on multi-lane roads, and on minor road approaches. Red light running increases among female riders, riders wearing industrial uniforms, carrying passengers, during clear weather, at T-junctions, on multi-lane roads, and on major road approaches. Mobile phone use increases among female riders, riders wearing industrial uniforms, carrying passengers, and at cross-junctions. Turn signal neglect increases among male riders, riders not wearing industrial uniforms, solo riders, on weekends, during off-peak hours, during clear weather, on single-lane roads, and on minor road approaches. The findings of this study have significant implications for the development of targeted countermeasures such as education programs and road policing.     

Risk compensation theory and bicycle helmets – Results from an experiment of cycling speed and short-term effects of habituation

It has been suggested that the safety benefits of bicycle helmets are limited by risk compensation. The current study contributes to explaining whether the potential safety effects of bicycle helmets are reduced by cyclists’ tendency to cycle faster when wearing them (as a result of risk compensation), and if this potential reduction can be associated with a change in perceived risk. A previous study (Fyhri & Phillips, 2013) showed that non-routine helmet users did not increase their speed immediately after being given a helmet to wear, while routine helmet users cycled more slowly. The current study tests whether the previously found reduction in speed in response to helmet removal – as an indirect indicator of risk compensation – could be established in non-routine helmet users, after a period of habituation while cycling with a helmet.We did this by conducting a randomized crossover trial, in which we used GPS-derived speed calculations and self-reported risk perception. To test the effect of habituation, we used a design where each participant took part in two rounds with a break between and each round having two trips. We collected the data in June 2015. Non-routine helmet users (N = 31) were recruited in the field (along cycle routes in Oslo), and through a sample drawn from the Falck National register of bicycle owners. In the first phase of the study, all participants were asked to complete a test route (2.4 km downhill) with and without a helmet. In the second phase of the experiment, conducted after 1.5–2 h, the same participants again completed the test route with and without a helmet. In the time between the first and second phases of the experiment, all participants were given helmets, and told to use them on a predefined bicycle route.Habituation to the helmet between the first and second phases of the experiment did not produce any decrease (with helmet removal) in speed, on top of the habituation that occurred while cycling down the hill (the order effect). Mean speed difference for cycling with/without a helmet before the break was −0.76 km/h, after the break this difference was 0.32 km/h; 95% CIs [−0.5, 2.9] and [−0.9, 1.5]. We argue that risk compensation is an unlikely effect of using a bicycle helmet, and probably cannot explain any adverse effects related to helmet legislation.     

Barriers and facilitators of bicycle helmet use among children and their parents

Despite the fact that bicycle helmet use protects against head injuries, helmet use rate is still low even in countries with high concern for traffic safety. Earlier research shows that helmet use declines with age and that helmet use is low especially among teenagers. The aim of the present study was to investigate barriers and facilitators of helmet use among primary and secondary school pupils and their parents. Identical surveys were conducted among school children (n = 235) and their parents (n = 106). Children’s and adults’ responses concerning cycling, helmet use, helmet ownership, risk assessment and barriers and facilitators were compared and separate regression analyses conducted. Helmet use rate was lower among pupils than adults and they scored higher in most of the barrier items. The results of regression analyses showed that among children, age, gender, barriers and facilitators predicted helmet use while among adults only frequency of cycling and barriers were related to helmet use. Among children, the strongest correlates of not using a helmet were the belief of not needing a helmet and wish to use a cap or a hat instead. Having a helmet wearing as a habit and feeling safer were the strongest correlates of using helmet. Among adults, the strongest correlates of not using a helmet were “helmet looks ridiculous”, “just going to short trip” and riding close to home while the strongest correlate of using a helmet was the habit of helmet use. It was concluded that targeting the barriers in helmet wearing campaigns might work better both among children and adults than emphasising the benefits at least among Norwegian child and adult cyclists.     

Factors associated with red-light running among motorcyclists at signalised junctions in Malaysia

Red-light running (RLR) among motorcyclists at signalised junctions (SJ) in Malaysia are common. This study investigates factors associated with RLR among motorcyclists at signalised junctions. The observation was conducted in 2016–2017, at 26 signalised junctions nationwide, and was analysed using the mixed-effect logistic regression. Out of the 53,475 observed vehicles, only 3.6% run the red light (by which 99% are motorcycles), and from the 19,232 observed motorcycles, 26.2% among motorcyclists run the red light while 54.1% of them, run the red-light without stopping. Factors associated with a high probability of RLR are male riders who do not wear a helmet, who approach the SJ via lane split, who cross SJ via turning, SJ with no traffic island, and SJ with the presence of vehicles waiting on one or both legs. The random parameters show that the majority (83%) of variation in the outcomes occurs among the riders (at Level 1), which suggest that motorcyclists’ characteristics and riding behaviour are still the main factors in affecting the RLR occurrences and require more in-depth study. While 1.5% of variation occurs among the type of motorcycle by region (at Level 2), it also shows that RLR occurs regardless. Other variations are from the range of median width (3.9% at Level 3) and the speed limit range along major roads (9.5% at Level 4). To reduce RLR among motorcyclists, we are recommending that SJ be equipped with traffic islands, and replace the overhead signal pole with pedestal pole.     

The role of traffic law enforcements in the relationship between cultural variables and traffic fatality rates across some countries of the world

The aims of the present study were to investigate whether cultural variables are related to law enforcements as well as traffic fatality rates and to examine the role of law enforcements of five risk factors for road safety (i.e., national speed law, national drink-driving law, national motorcycle helmet law, national seat-belt law, and national child restraint law) in the relationship between cultural variables and traffic fatality rates across countries of the world. The aggregated data of the study included Hofstede’s cultural dimensions, Schwartz’s value dimensions, law enforcements of five risk factors for road safety, gross national income per capita, and traffic fatality rates for 97 countries of the world. The results showed that most of the cultural variables were associated with law enforcements of five risk factors for road safety and traffic fatality rates of countries. By bootstrapping, among Hofstede’s cultural dimensions, it was found that the indirect effects of long-term orientation (LTO) on fatality rates (FR) through speed, helmet, and child restraint enforcements were significant, separately. Among Schwartz’s value dimensions, the indirect effects of embeddedness on fatality rates through speed and child restraint enforcements were significant, separately. Intellectual autonomy had also significant indirect effects on fatality rates via speed and child restraint enforcements, separately. Finally, it was found that the indirect effects of affective autonomy on fatality rates through speed and helmet enforcements were significant, separately.     

Exploring psychological factors of mobile phone use while riding among motorcyclists in Vietnam

Mobile phone use while riding is one of the five most common risky behaviors of motorcycle riders in Vietnam. This study investigated motorcyclist’s mobile phone use while riding intention and behavior based on the extended Theory of Planned Behavior (TPB) framework. Based on this framework, attitude, subjective norm, perceived behavioral control, habits, and health motivation underlying the rider’s mobile phone use while riding intentions and behavior were included in a questionnaire and captured by direct and indirect measurements. Small-displacement motorcycle riders (N = 291) completed the extended TPB based questionnaire. An exploratory factor analysis technique identified the selected factors (e.g., attitude, habit, etc.). Moreover, Structural Equation Modeling results showed moderate to good fits to the observed data. Therefore, the results supported the utilization of extended TPB framework in identifying factors of mobile phone use while riding intention and behavior. Specifically, negative attitude, perceived behavioral control, and mobile phone use while riding habit related to the intention to use a mobile phone while riding of small-displacement motorcyclists. Meanwhile, habit and behavioral intention related to the behavior to use a mobile phone while riding of small-displacement motorcycle riders. Especially, the correlation between behavioral intention and self-reported behavior was very strong. This finding embraced previous research indicating that intention was a major motivational component of behavior. Based on the results, safety intervention implications for small-displacement motorcycle riders were discussed.     

The influence of parent-child relationship on young adolescents' use of safety equipment. The Norwegian Longitudinal Health Behavior Study

The purpose of this longitudinal study was to examine the extent to which the parent-child relationship, as perceived by young adolescents at age 13, may account for the use of various types of safety equipment at age 13 and 14 in terms of seat belts, bicycle helmets, motorcycle helmets when passenger, reflectors on the clothing when outside in the dark, and lifejackets when on board small boats. Parental influence was assessed in terms of three scales: Parental support, parental monitoring of the youngsters, and opposition towards the parents, with satisfactory internal consistencies (alphas >0.78). The results showed that each of the three constructs significantly accounted for an independent portion of the variance in the use of safety equipment measures. In sum they accounted for 20% of the variance in the use of safety equipment at age 13, and about 10% at age 14. The findings are discussed with regard to the implications for accident prevention measures aimed at young people.     

Abiding by the law when it does not exist: The case of the helmet bicycle law

To improve the safety of bicycle users, some countries have enacted, or considered enacting, mandatory helmet legislation. Of course, the enactment of such legislation in a country assumes that its citizens will be well-informed of it, and consequently, will use the helmet more frequently than before. However, in the survey described in this paper we found that many people are not aware of the legislation in force in their own country, or, even if they know, they may not necessarily behave as dictated by the law. Thus, the effects of mandatory helmet legislation may be somewhat different than desired or expected. Therefore, the goal of this paper is to ascertain the role of cyclists’ knowledge of the law in their country as a mediator between the law and the actual use of the helmet. Respondents from seventeen countries participated in an international survey about cyclists' habits, and answered questions about helmet legislation, and frequency of helmet use. The results indicate that the main effect of mandatory helmet legislation on the frequency of use of the helmet is mediated by the perception that such a law exists in their country—even when in fact sometimes it does not exist.     

Hazard perception abilities of experienced and novice motorcyclists: An interactive simulator experiment

This study reports an experiment that compared the hazard perception abilities of experienced and novice motorcycle riders using an interactive, closed-loop, simulator. Participants (n = 49) were categorized into four groups: experienced motorcycle riders with full driver licence, inexperienced motorcycle riders with full driver licence, novice motorcycle riders with full driver licence, and novice motorcycle riders with probationary driver licence. The participants were tested on three scenarios, each consisting of eight hazardous events. They were instructed to ride normally, but to respond appropriately to avoid the hazards. Under certain conditions in the simulator, we found that experienced riders (relative to inexperienced or novice riders) crashed less often, received better performance evaluations, and approached hazards at more appropriate speeds. Interestingly, we also found that some novice riders were overconfident in their riding ability. We discuss how this overconfidence might be related to hazard perception.     

Bicycle helmets – A case of risk compensation?

Several studies have shown that bicycle helmets have the potential of reducing injuries from accidents. Yet, no studies have found good evidence of an injury reducing effect in countries that have introduced bicycle helmet legislation. Two of the most promising explanations for why helmet laws do not work as intended are risk compensation and shifts in the cycle population as a response to the law.The present article investigates whether the lack of effect of helmet wearing laws is due to risk compensation mechanisms or population shifts (i.e. discouraging cyclists with the lowest accident risk, and thereby increasing the overall average risk per cyclist). A random sample of 1504 bicycle owners in Norway responded to a questionnaire on among other things helmet use, bicycle equipment use, accident involvement, cycling behaviour and risk perception. Data were analysed by using structural equation model (SEM). The results show that the cyclist population in Norway can be divided into two sub-populations: one speed-happy group that cycle fast and have lots of cycle equipment including helmets, and one traditional kind of cyclist without much equipment, cycling slowly. With all the limitations that have to be placed on a cross sectional study such as this, the results indicate that at least part of the reason why helmet laws do not appear to be beneficial is that they disproportionately discourage the safest cyclists.     

Safety equipment use and crash involvement among cyclists – Behavioral adaptation,precaution or learning?

The present study has investigated relationships between cyclists’ safety equipment use, crash involvement, and other safety relevant behavior. The main focus is on relationships that indicate either behavioral adaptation (safety equipment use leads to riskier behavior) or precautionary behavior (safety equipment is used for cycling in risky situations). Three consecutive surveys were conducted in 2015, 2016, and 2017 years among 650 Norwegian cyclists. Most items were dichotomized and analyzed with logistic regression models. In contrast to the behavioral adaptation hypothesis, regular use of safety equipment (bicycle lights, high-visibility clothing, and helmets) was found to be negatively related to some types of high-risk behavior (listening to music and taking chances while cycling). Regular use of bicycle lights and high-visibility clothing is also negatively related to collision involvement. Safety equipment use was found to be positively related to regular winter cycling and cycling in mixed traffic (not on sidewalks), and it is most likely used as a precautionary measure in such situations. Some cyclists learn from crash involvement by starting to use safety equipment after a crash, but the results do not indicate that crash involvement deters from cycling. The main conclusion from the study is that recommending, promoting or even mandating safety equipment for cyclists can be expected to improve safety and that behavioral adaptation is not likely to occur, at least not to an extent that will outweigh the positive safety effects. The results do not support reservations against the use of “sporty” (well-equipped) models in campaigns for promoting cycling.     

The changing nature of motorcycling: Patterns of use and rider characteristics

Notable increases in motorcycling activities since the mid-1990s have been reported in a number of countries worldwide. Governments and enforcement agencies have begun to recognise that not only has this mode of transport been neglected in terms of safety interventions, but also that the reasons behind the increase in popularity are poorly understood. This paper reports the results of a survey distributed to a sample of the UK motorcycling population in order to discover the types of motorcycles they ride and the trips they engage in. From the data, three groups of riders were identified – new, long-term and returning riders. They were additionally stratified by the type of riding they engaged in (leisure or commuting). The results indicated that long-term and returning riders dominated ownership of the higher capacity motorcycles whilst new riders favoured low powered mopeds and scooters. Those riders who used their motorcycles for leisure trips were more likely to be long-term and returning motorcyclists. Using retrospective data, it was found that those motorcyclists who had taken up the activity in recent years, increased the engine size of their machines more quickly, compared to earlier cohorts. Motorcycles purchased today are much more likely to be purchased for reasons of styling and image compared to previous cohorts who relied on them as a form of transport. The overall conclusion is that there is evidence of a shift in the nature of motorcycling in that it has, for some, become a leisure activity, with the motorcycle being more of accessory than a means of transport.     

Evasive action characteristics of motorcycle riders towards occluded-surprise and expected pedestrians: A pedestrian mock-up study

Evasive action performance of motorcycle riders plays a vital role in the prevention of road crashes. In possible conflicting scenarios, motorcycle riders need to respond quickly and perform evasive actions successfully to prevent collisions with other vulnerable road users such as crossing pedestrians. To study the motorcycle rider behavior in conflicts with occluded and visible pedestrians, we designed four mock-up pedestrian scenarios, which includes, two surprise scenarios, one stationary scenario, and one expected scenario. Riders’ responses to the conflicts were measured using instrumented vehicle’s trajectory. Most riders preferred deceleration over swerving at the beginning of the interaction, followed by swerving at manageable speeds. Further, the analysis of riders’ deceleration rates revealed that a linear relationship existed between the deceleration rates and time to collisions (TTC). The study also analyzed the riders’ responses using repeated-measures analysis of variance (RM-ANOVA) to check for the effect of scenario type on deceleration rates. Results indicated that scenario type significantly affected the mean deceleration rates. Further, RM-ANOVA analysis carried out on the jerk behavior of motorcycle riders indicated that there was a significant effect of scenario type on the jerk behavior. Motorcycle riders’ jerks varied linearly with TTC and motorcyclists employ relatively higher decelerations and jerks when faced with pedestrians emerging suddenly from occluded locations such as from the blind spots formed due to parked vehicles. This study helps in understanding motorcycle rider behavior in critical situations and shows the need for assistive evasive systems for motorcycle riders to mitigate collisions with other vulnerable road users.     

Motorcyclist accident involvement by age,gender, and risky behaviors in Taipei,Taiwan

This study aimed to investigate the relationship between age, gender, and risky behaviors of motorcyclists and their involvement in accidents. The results of a self-reported survey on motorcyclist behavior in the Taipei metropolitan area were analyzed. A two-step cluster analysis was used to classify motorcyclist behavior to different levels of risk within each of three risky behavior types. This was used to examine the regression relationship with accident risk. The results indicated that young and male riders were more likely to disobey traffic regulations, and that young riders also had a higher tendency towards negligence of potential risk and motorcycle safety checks. These “error” and “violation” behaviors increased the likelihood of an accident. However, in addition to these risks, there are additional factors that put young riders, particularly young female riders with the least riding experience, at increased risk of having an accident. These additional factors may be poor driving skills and less experience, all of which may result from the slack motorcycle licensing system. There should be increased emphasis on the necessity of providing appropriate training and a lower risk environment for novice riders.