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Heroes of The Road: The Struggles of the Tricycle Drivers Amidst COVID-19 Lockdown.

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Work in progress: Profiling of tricycle drivers as basis for developing an ergonomics program

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• Transportation Safety
• Health Topics A-Z

Bicycle Safety

• Thousands of bicyclists are injured or killed in the United States every year.
• Some groups are at higher risk for bicycle injuries and deaths.
• Injuries and deaths among bicyclists are preventable.

• Nearly 1,000 bicyclists die and over 130,000 are injured in crashes that occur on roads in the United States every year. 1
• Bicycle trips make up 1% of all trips in the United States. 2 However, bicyclists account for over 2% of people who die in a crash involving a motor vehicle on our nation's roads. 3 1
• The costs of bicycle injuries and deaths from crashes exceed $23 billion in the United States each year. 1 These costs include spending on health care and lost work productivity, as well as estimated costs for lost quality of life and lives lost.

Note that bicycle refers to bicyclists and other cyclists including riders of two-wheel, nonmotorized vehicles, tricycles, and unicycles powered only by pedals.

Risk factors

• Most bicyclist deaths occur in urban areas. 3
• About 64% of bicyclist deaths occur on sections of roads away from intersections (where higher speeds might occur) and 27% occur at intersections. 3
• About one-third of crashes that result in a bicyclist's death involve alcohol for the motor vehicle driver and/or bicyclist. 3

People at increased risk

Risks vary by age and sex

• Adults ages 55-69 have the highest bicycle death rates. 1
• Adolescents, teens and young adults have the highest rates of bicycle-related injuries treated in emergency departments (EDs). People ages 10-24 account for nearly one-third of all bicycle-related injuries seen in US EDs. 1
• Male bicyclists have death rates 6 times higher and injury rates 5 times higher than females. 1

Injuries and deaths among bicyclists are preventable

Effective Interventions

Effective interventions to reduce injuries and fatalities to bicyclists include the following:

• Several roadway engineering measures , like bike lanes, can improve safety for bicyclists. Information on these proven interventions is available from the Federal Highway Administration and The Pedestrian and Bicycle Information Center .
• Bicycle helmets reduce the risk of head and brain injuries in the event of a crash. 4 5 6 All bicyclists, regardless of age, can help protect themselves by wearing properly fitted bicycle helmets every time they ride.
• Bicycle helmet laws are effective for increasing helmet use and reducing crash-related injuries and deaths among children and adults. 7

Promising interventions

Interventions that have shown promise for reducing injuries and fatalities to bicyclists include rider visibility and active lighting. For example:

• Fluorescent clothing can make bicyclists visible from further away than regular clothing during the daytime. 7
• Retro-reflective clothing and materials on the bicycle can make bicyclists more visible at night. 7
• Active lighting may improve the visibility of bicyclists and is required by law in most states when bicycles are riding after dark. 7 Active lighting includes front white lights, rear red lights, or other lighting on the bicycle or bicyclist.

Additional resources

• CDC's HEADS UP: Helmet Safety
• CDC's HEADS UP: Helmet Safety Mobile App
• The Built Environment Assessment Tool Manual
• Physical Activity Strategies and Resources
• National Highway Traffic Safety Administration: Bicycles
• National Center for Safe Routes to School
• Centers for Disease Control and Prevention. Web-based Injury Statistics Query and Reporting System (WISQARS). Atlanta, GA: Centers for Disease Control and Prevention, National Center for Injury Prevention and Control. Available at cdc.gov/injury/wisqars . Accessed on 03/15/2022.
• Federal Highway Administration. 2017 National Household Travel Survey. Washington, DC: US Department of Transportation; 2017. Available at: https://nhts.ornl.gov/person-trips . Accessed on 03/15/2022.
• National Highway Traffic Safety Administration. Traffic Safety Facts, 2019 data – bicyclists and other cyclists. Washington, DC: US Department of Transportation; 2021. (Publication no. DOT HS 813 197).
• Hoye A. Bicycle helmets – to wear or not to wear? A meta-analyses of the effects of bicycle helmets on injuries. Accid Anal Prev 2018;117:85-97.
• Olivier J, Creighton P. Bicycle injuries and helmet use: a systematic review and meta-analysis . Int J Epidemiol 2017;46:278-292.
• Strotmeyer SJ, Behr C, Fabio A, Gaines BA. Bike helmets prevent pediatric head injury in serious bicycle crashes with motor vehicles . Int J Epidemiol 2020;7(Suppl 1):24.
• National Highway Traffic Safety Administration. Countermeasures that work: A highway safety countermeasures guide for State Highway Safety Offices, 10th edition. [PDF – 641 pages] (Report No. DOT HS 813 097). Washington, DC: National Highway Traffic Safety Administration. 2021.

Pedestrian, Bicycle, and Motorcycle Safety

Thousands of pedestrians, bicyclists, and motorcyclists die on our nation's roads every year. These crash injuries and deaths are preventable. Learn more.

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TRICYCLE (THIS IS A DRAFT)

The City of Cabanatuan is hailed as the Tricycle Capital of the Philippines with a total of over 36, 000 tricycles as of 2009. Tricycle terminals operate on a first-in, first-out basis. All vehicles need to line up to get passengers. That can be a big problem if there is a shortage of passengers and an oversupply of tricycles in a fixed boundary — it boils down to the basic economic law of supply and demand. In such cases, tricycle terminals become bottlenecks that lead to an ever increasing competition among the tricycle drivers that resulted to some problems for the commuters. This study aims to draw out the picture of the experiences, whether good or bad, college students all over Cabanatuan experienced in their day to day commute via tricycle. This research aimed to gather the college students opinions, suggestions, problems, solutions, inquiries and others, pertaining to their tricycle commute experiences. This study used the phenomenological qualitative research which utilized discussion and narrative discourses of respondents focusing on respondents experience on the topic. In particular, it has been conducted in a phenomenology manner of inquiry through personal interview of ten (10) respondents on five (5) different Universities and Colleges. This research follows the phenomenological step by step procedure --- bracketing, intuition, analysis and description respectively. We found out that all of the Researchers of this study prior perception on college students’ experiences in tricycle commute is in fact happening with some exception. Furthermore we found out that there is much more experiences covered but not in the prior knowledge of the researchers. Both positive and negative experiences. Majority of the respondents foretold that most of their tricycle experiences centers around on how the tricycle drivers treat their passengers. Respondents have a split opinion about fare regulation but Majority affirmed that there so happen fare irregularities. Majority of the respondents agrees that based on their personal experiences in general, Traffic Rules are observed well. Lastly, all in all, nine (9) out of ten (10) respondents agreed to the existence of tricycle commute irregularities.

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The study assessed the operational characteristics of tricycle, a growing mode of public transportation, in Ibadan. Both primary and secondary data were used for the study. Multi-stage sampling was adopted in selecting 147 tricycle registered operators from 10 loading points in the study area. Using a structured questionnaire, information on their socioeconomic characteristics, mode of operations, trip characteristics as well as the challenges faced by the operators were collected. In-Depth Interviews were directed to the executives of the Three Wheelers' Association of Oyo State focusing on issues relating to registration of tricycles, dues and levies. Data were analyzed using descriptive statistics. Findings indicated that all the operators were male, 73.4% had no more than secondary education and 72.8% earned below N4,000 1 daily. Unemployment was the main reason why 55.5% of them went into the business. Only 35.4% of the operators had valid license. Extortion from traffic agents (38.6%) was the most important challenge faced by the tricycles. In this regard, appropriate sanctions should be recommended for enabling environment for tricycle operations. The study suggested incorporation of their activities into urban transportation planning in Nigeria.

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Considering the important and role of township transport in human life this study aimed at analysing the determinants of customers satisfaction with tricycles as a means of public transport service provider in Yola town in order to determine the relationship between safety, service quality and attitude of the tricycles drivers and customer satisfaction. In order to determine the impact of safety, specific service qualities and drivers' attitude on customers' general satisfaction level, four hundred self-rated copies of questionnaire were distributed to the tricycles commuters and three hundred and eighty eight were correctly filled and returned. The data obtained were analysed using structural equation model (SEM). The results show that the standardised regression coefficients were positive and significant determinants of customer satisfaction in Yola town with the services provided by tricycles having the highest influence on overall satisfaction followed by safety, while tricycles drivers' attitude has the least effect on customers' satisfaction. Based on these results it is recommended that Government and stakeholders in the transport industry need to intervene by providing suitable and flexible rules and regulations to guarantee safety and security. They should improve the quality of services rendered by tricycles to meet up with the demand and enhance the level of satisfaction since the customers were left with no option apart of private means of transport, tricycle is the only available mode in the town. Hence there is a need for alternative means of public transport. Those registering tricycles should collaborate with government and other service providers to train and retrain tricycles drivers with regard to safety and importance of their client, rules and regulation governing the road usage.

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In developing countries, the uncontrolled rise of private vehicle ownership, such as motorcycles, constitutes a great deal of air pollution in the city. While the motorcycle is quite convenient, public transport lacks many qualities, and for some cities, like Medan, they are limited to paratransit. This study aims to reach an understanding of motorcycle riders’ perception of the existing paratransit and its relation to their reasoning to choose the two-wheelers daily. We utilized a structured questionnaire and interviewed 456 daily-commuting riders to assess 13 service aspects of the existing paratransit and their primary reason for using a motorcycle. Our findings suggest that riders collectively agree that affordable fare, easy to find, and short walking distance are the best trait of the existing public transport in Medan. Meanwhile, travel time, time-availability, and hygienic issues are reported to be the most hindering aspects. This perspective is consistent with riders’ r...

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The study determined the routine, thoughts, and emotions of Tricycle Drivers of Fatwiba D.P. Toda at Nangka, Marikina. This was accomplished through an Ethnographic study. The researchers observed the tricycle drivers for four (4) whole mornings. Four (4) hours per day on Tuesday, Thursday, and Friday to accomplish the required sixteen (16) hours. The purpose of this observation is to gather enough information about the Tricycle Drivers that are needed for the study. After the observations and evaluation of data, the conclusions show that the tricycle drivers faced numerous challenges in their job status including road closure, hot weather conditions, and age status. In terms of behavior, thoughts, emotions, and socialization, the tricycle drivers revealed a dedicated commitment to their jobs. They demonstrate their strategies and their coping mechanisms while facing their job every day.

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Two-hundred young and old, experienced and inexperienced tricycle drivers of Antipolo City were surveyed to indentify each groups driving behavior and find out what common driving behavior they possess. The groups were divided amongst their years of driving experience and their age (1 to 5 years Inexperienced, 6 and above Experienced, 18 to 35 Young, 36 and above Old). With the use of the taxonomy of driving behavior by Leon James, the researchers formulated a 36-item situational based questionnaire and translated it to the local language of the Philippines. After conducting the survey, the researchers found the significances of each result then related it to the Driving Psychology of James and Nahl. Using the taxonomy of driving behavior, the researchers have specifically focused on the levels of driver competence to relate the results of the study to the related literatures. The results from Keskinen et al. (1998) supported the theories for old and young drivers respectively. Researchers then found out that neither age nor experience affects driving behavior of each tricycle driver. Implications of the study can contribute to the further development of driving psychology and its taxonomy. The researchers highly recommend seminars to help improve the driving behavior of the tricycle drivers.

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