Rider Characteristics Research Articles

Physiological characteristics and performance in elite enduro mountain biking.

Enduro mountain bike racing is composed of several timed predominantly downhill race stages linked by time restricted, non-competitive transition stages. This study aimed to 1) detail and compare the laboratory assessed physiological characteristics of elite and non-elite enduro mountain bike riders, and 2) evaluate the use of 10Hz global positioning systems (GPS) unit including a 100Hz triaxial accelerometer to define the demands of enduro mountain bike racing and identify components of successful performance. Eleven (n=11) male enduro mountain bike riders completed laboratory protocols for peak aerobic capacity (VO2peak), onset of blood lactate accumulation at 2 and 4 mmol/L (OBLA2 and OBLA4 respectively), intermittent sprint test (EST), and anthropometry measures. Participants were divided into elite (n=5) and non-elite (n=6) groups for analysis. Nine (n=9) elite enduro mountain bike athletes participated in field data collection at an international enduro mountain bike race. Two race stages were used for analysis of velocity, accumulated load, heart rate and time to complete specific sections of track calculated from GPS units placed on the bicycle seat mast and the rider’s torso. Elite athletes produced greater power during the EST and at VO2peak, OBLA2, OBLA4 when compared to non-elite riders (all p<0.05) with no significant differences in anthropometry (p>0.05). Accumulated load was significantly greater on the bicycle than the rider on both stages (p<0.05) and accumulated load in both locations was significantly higher during stage two compared to stage 1 reflecting differences in terrain (p<0.05). GPS analysis allowed detailed analysis of performance showing winning performances were characterised by reduced time to complete technical downhill and non-technical climbing sections during stage one and technical downhill sections only during stage two. In conclusion, successful performance in enduro mountain bike racing requires adequate skill and technique to sustain high velocities over technical terrain coupled with large aerobic and anaerobic capacities.

New potential for multimodal connection: exploring the relationship between taxi and transit in New York City (NYC)

Taxi trips have been somewhat neglected in transportation mobility and multimodal connection studies. The socio-demographic characteristics of taxi riders are often not fully revealed and the relationship between the taxi and fixed-route public transportation has not been sufficiently quantified. This research operationalizes the multifaceted relationship between the taxi and transit in an innovative way. We categorize taxi trips into three types: transit-competing, transit-complementing, and transit-extending trips, by examining the spatial relationship of taxi trips’ origins/destinations and the locations of transit stations using a New York global positioning system taxi trip dataset. The distinct characteristics of the three types of taxi trips reflect the different market segmentations that taxis serve and the competing, complementary, and supportive nature of the relationship between the taxi and transit. We also explore the demographic characteristics of taxi riders and the result reveals the important role of taxis in providing mobility options to the economically or physically challenged population. Among our many findings are that transit-extending taxi trips have significantly shorter average trip lengths and larger proportions of people paying with cash than other trip types. These and other results point to important policy implications for improving the multimodal connection between the taxi and transit.

Novelty helmet use and motorcycle rider fatality

ObjectivesTo compare the risk of fatal injury across helmet types among collision-involved motorcyclists. MethodsWe used data from a cohort of motorcyclists involved in police-reported traffic collisions. Eighty-four law enforcement agencies in California collected detailed information on helmet and rider characteristics during collision investigations in June 2012 through July 2013. Multiply-adjusted risk ratios were estimated with log-binomial regression. ResultsThe adjusted fatal injury risk ratio for novelty helmets was 1.95 (95% CI 1.11–3.40, p 0.019), comparing novelty helmets with full-face helmets. The risk ratios for modular, open-face, and half-helmets, compared with full-face helmets, were not significant. ConclusionsA more complete understanding of the inadequacy of novelty helmets can be used in educational and law enforcement countermeasures to improve helmet use among motorcycling populations in California and other US states. Law enforcement approaches to mitigating novelty helmet use would seem attractive given that novelty helmets can be visually identified by law enforcement officers with sufficient training.

Urban College Student Bicycle Commuting: A Look at Differences in Riding Behavior by Gender

Many bicycling collisions are attributable to individual rider behavior. Prior research demonstrates gender differences in active transportation. Research for on-road, in-traffic riding behavior between genders is limited. In this study, bicycle commuters (n=671) traveling to a large, metropolitan university in Provo, Utah were directly observed over two weeks during fall, 2014 at peak morning and peak night commute times. Data were collected for passing bicyclists: Rider characteristics and behaviors. 23.10% of bicycle commuters were female, 22.21% wore bicycle helmets, 3.24% used hand signals to indicate turning or slowing, and 10.94% used both a front and rear light while riding at night. Significant associations were observed between gender and road position even after controlling for rider and environmental factors (women more often used the crosswalk (OR=1.72, 95% CI [1.22, 2.34]), sidewalk (OR=1.39, 95% CI [1.01, 1.93]), and traveled in the wrong-direction (OR=1.41, 95% CI [1.01, 1.94])); and use a night headlight (OR=1.40, 95% CI [1.40, 5.76]). Bicyclists’ behavior changed with traffic volume and day/night conditions. Understanding gender differences will be important for targeting different risk factors and promoting safe commuting among all genders.

Improving mountain bike trails in Austria: An assessment of trail preferences and benefits from trail features using choice experiments

Over the past two decades, mountain biking has emerged as an increasingly popular recreational activity. However, at least in Austria official trails do not necessarily match the preferences of bikers and therefore they often ride on unofficial trails or on trails where biking is not allowed. This behavior can result in conflicts with other trail users, landowners, hunters and conservationists. With data from an online choice experiment we confirm and extend results from previous studies on mountain biking, such as riders preferring technically challenging trails with lots of singletrack and vertical climb. However, the specific preferences depend on rider characteristics, especially experience and age. Through a simulation of market shares and the calculation of compensating surplus for riders in the study area in forests close to Vienna, we demonstrate how this research can provide insights about how to adjust trails to better match the interests of bikers while still respecting regulations which are in the interests of landowners, hunters and ecological concerns. Management implications●To avoid conflict with other trail users, we propose tailoring trails specifically to the needs of the diverse group of bikers.●For example, trails should have large amounts of technically challenging singletrack, at least on down hill sections.●Trails should vary in their attributes such as vertical climb or length, to fit the preferences of riders with different socio-demographic background and experience.●Multi-use trails for bikers and hikers can be recommended, however, horses on the same trails should be avoided.

Predictors of Self-Efficacy in Norwegian Competition Riders

The present article addresses the relationship between personality, sociodemographic characteristics, rider characteristics, perceptions about horse–human interaction, and self-efficacy in competition riders. An invitation to participate and a link to an online questionnaire was distributed via e-mail to members of the Norwegian Equestrian Federation. In total, 662 riders accessed the survey site and completed the questionnaire. The number of incorrect or out-of-use e-mail addresses was not known, and the 12.4% response rate must be interpreted as the lowest likely response rate. The results show that riders whose personality is conscientious and systematic, open to new experiences and low on neuroticism, riders with high education and no health problems, riders who experience a higher degree of peace and harmony in the company of horses, and riders who compete in the higher classes have a higher general self-efficacy than other riders. Age, gender, relationship status, number of horses the rider owned, number of years riding, riding discipline, riders' perception of their favorite horse's personality, their reported feelings while in the company of horses, and experiencing a sense of leadership and reduced anxiety when with horses did not predict general self-efficacy in the riders. A trustful partnership with the horse, characterized by riders' feelings of harmony and peace, may increase competition riders' self-efficacy. Mental or psychological coaching may also be of value in increasing self-efficacy.

Alcohol-related hospitalizations of adult motorcycle riders.

ObjectiveTo provide an overview of the demographic characteristics of adult motorcycle riders with alcohol-related hospitalizations.MethodsData obtained from the Trauma Registry System were retrospectively reviewed for trauma admissions at a level I trauma center between January 1, 2009 and December 31, 2013. Out of 16,548 registered patients, detailed information was retrieved regarding 1,430 (8.64%) adult motorcycle riders who underwent a blood alcohol concentration (BAC) test. A BAC level of 50 mg/dL was defined as the cut-off value for alcohol intoxication.ResultsIn this study, alcohol consumption was more frequently noted among male motorcycle riders, those aged 30–49 years, those who had arrived at the hospital in the evening or during the night, and those who did not wear a helmet. Alcohol consumption was associated with a lower percentage of sustained severe injury (injury severity score ≥25) and lower frequencies of specific body injuries, including cerebral contusion (0.6; 95% confidence interval [CI] = 0.42–0.80), lung contusion (0.5; 95% CI = 0.24–0.90), lumbar vertebral fracture (0.1; 95% CI = 0.01–0.80), humeral fracture (0.5; 95% CI = 0.27–0.90), and radial fracture (0.6; 95% CI = 0.40–0.89). In addition, alcohol-intoxicated motorcycle riders who wore helmets had significantly lower frequencies of cranial fracture (0.4; 95% CI = 0.29–0.67), epidural hematoma (0.5; 95% CI = 0.29–0.79), subdural hematoma (0.4; 95% CI = 0.28–0.64), subarachnoid hemorrhage (0.5; 95% CI = 0.32–0.72), and cerebral contusion (0.4; 95% CI = 0.25–0.78).ConclusionsMotorcycle riders who consumed alcohol presented different characteristics and bodily injury patterns relative to sober patients, suggesting the importance of helmet use to decrease head injuries in alcohol-intoxicated riders.

A snapshot of the training schedule for 8 professional riders riding dressage

The aim of this study was to document and categorise riding sessions, carried out by professional riders, by describing the riding sessions according to gait, ridden track, lateral movements, rider position in the saddle and rein length. These data were then analysed relative to horse and rider characteristics, e.g. educational level of horse and rider, time in training and laterality of the horse. Eight professional riders riding 3 familiar horses each participated in the study and the riders were asked to demonstrate their normal routine for flatwork/dressage with each horse. The whole training session was video recorded. Video recordings were scrutinised and data were categorised and analysed. Mixed models were used for the statistical analysis, including rider as random effect. The median length of the riding sessions were 31 min. The riders spent 38% of the riding session at the walk, 39% at the trot, 8% at left lead canter and 9% at the right lead canter. The riders devoted 28-29% of the riding session to riding straight, turning left and turning right and 8% to riding lateral movements. The ridden exercises performed and the duration of the exercises was to a large extent connected to the educational level of the horse and its time in training with the rider. More work at the canter and lateral movements at the trot were included for upper level horses compared to lower level horses. Horses in training for more than one year, compared to less than one year, were ridden for longer durations at the canter and shorter durations at the trot. The disposition of riding sessions needs further investigation. In particular, large scale epidemiological studies of orthopaedic injuries need to consider the daily riding sessions in detail.

Improving E-Bike Safety on Urban Highways in China

This paper aims to examine characteristics of e-bike fatal crashes on urban highways in China. Crash data were retrieved from the three-year crash reports (2010–2012) of Taixing City. Descriptive analysis was conducted to examine characteristics of e-bike riders, drivers, and crashes. The important findings include the following: (1) most fatal crashes were related to e-bike riders’ aberrant driving behaviors, including driving in motorized lanes, red-light running, driving against the direction of traffic, inattentive driving, and drunk driving; (2) e-bike riders with lower educational background tended to perform illegal or inattentive driving behaviors in fatal crashes; (3) most drivers were not found to commit any faults and very few drivers were found to commit drunk driving offences; (4) most nighttime fatal crashes were related to absence of street lightings; (5) heavy good vehicles (HGVs) and small passenger cars were the two vehicle types that were mostly involved in the e-bike fatal crashes. This study provides useful information that can help traffic engineers better understand e-bike safety in China and develop safety countermeasures.

Postural characteristics of female dressage riders using 3D motion analysis and the effects of an athletic taping technique: A randomised control trial

ObjectivesTo observe postural characteristics of female dressage riders, through application of three-dimensional motion analysis and to assess the effects of athletic taping on postural asymmetry during sitting trot. DesignRandomised cross-over. SettingData collection took place at Myerscough Agricultural College in an indoor riding area. ParticipantsTen healthy female experienced dressage riders participated. Main outcome measurementsMovement kinematics of the trunk and pelvis, pre and post taping intervention. ResultsRiders presented pre-intervention with asymmetric movement characteristics through dynamic observation of trunk and pelvic postures during sitting trot. There was a significant increase (p ≤ 0.05) in the range (°) of trunk lateral-flexion following tape intervention applied over the thoracic spine. ConclusionThis study supports the quantification of dynamic postural characteristics of dressage athletes by three-dimensional motion analysis. Asymmetrical postures occur within dressage riders when performing sitting trot. The application of tape to ‘align’ asymmetry altered riders' postures. Taping over the thoracic region resulted in a compensatory increase in motion through the lumbar region. Clinicians should approach the application of postural taping with an awareness of the restrictive mechanisms of tape. Findings may help clinicians determine whether technique/type of tape applied is suitable for achieving marginal gains in the alignment of posture in competitive dressage athletes.

An exploration of the environmental and rider characteristics associated with disability paratransit trip delay

Over the past two decades, a number of studies have been published on the efficiency of paratransit service for persons with disabilities. Although speed, delay, and pick-up duration can significantly affect overall efficiency of paratransit service, studies that have focused on these performance measures have been rare. This study examines how these performance measures are associated with local environmental characteristics such as density and the characteristics of the trip makers. It uses a dataset containing detailed information on a large volume of trips made by the registered clients of Access Link, a paratransit service operated by NJ TRANSIT for persons with disabilities. To measure speed and delay, network distances for 1.91million trips were estimated by the ArcGIS Network Analyst extension. Analysis of variance and regression models were used to examine the associations between the performance measures and a set of variables pertaining to trips, passengers, and characteristics of pick-up and drop-off locations. Models for the entire study area as well as specific Access Link regions show that there is a significant association between local environmental and personal characteristics of passengers and the performance measures. Evidence was found that higher density of population, employment, and intersections at the local level may have a significant adverse effect on service efficiency because of lower speed and higher delay. Planning implications of the findings are discussed.

Effects of Speed Bumps and Humps on Motorcycle Speed Profiles

In developed countries, the use of speed humps and bumps have evolved from extensive research and testing which been properly designed and standardized. On the contrary in developing countries, no systematic and scientific studies have been carried out on that environment, especially the study on the effects that the motorcyclists response to the humps and bumps. This study therefore reveals the riders behavior when negotiating their speed to the devices. A case study was conducted in the provincial cities of Thailand where the motorcycle was a major mode of transportation. Six locations with speed humps and bumps were selected. Vehicles passing times were simultaneously recorded at 12 points along each traffic calmed link. From these data, a speed profile for each individual vehicle and for a link could be derived. It is found that speed humps and bumps have critically different impacts on motorcycle rider and passenger car driver. The smaller size speed bumps could effectively control the rider speed but have diverse impacts on the driver. These speed differences could post more safety deficiency to the site. The effect of the device on riders behavior, however, is restricted to a short spatial range (about 20-30 m before and after the device). For the speed humps, the motorcycle speeds are quite varied depending mainly on the road terrain. It is found that the motorcyclists have significant lower acceleration rate on the upgrade terrain when compared to the passenger car. Therefore, it is important to take all these rider characteristics into considerations when design the road humps to control vehicle speed in the developing countries.

Disaggregate-Level Assessment of Changes to Michigan's Motorcycle Helmet Use Law

On April 13, 2012, Michigan instituted reforms to its long-standing universal helmet law (UHL) and thus became the 28th state with a partial helmet law, which requires helmet use by only a subset of the riding population. Given continuing increases in motorcycle fatalities, helmet use remains a divisive policy issue facing state governments. The existing research literature includes several before-and-after studies that evaluate the effects of changes in motorcycle helmet laws on metrics such as helmet use and statewide motorcycle fatalities. However, a comprehensive assessment of the effects of helmet use laws on the full range of crash injury outcomes is lacking. Important evidence was added to inform the continuing debate about the efficacy of UHLs. A detailed, disaggregate-level study was conducted to assess the degree of injury severity sustained by motorcyclists involved in crashes before and after Michigan's transition from a UHL to a partial helmet law. By controlling for various rider, roadway, traffic, and weather characteristics, results of the study demonstrate that helmets reduced the probability of fatalities by more than 50%. Injuries tended to be less severe in crashes that involved deer, occurred at lower speeds, or occurred in inclement weather but more severe in high-speed collisions or when drugs and alcohol were involved. The riders who tended to be more susceptible to severe injury were female, younger (age 21 to 30 years), or older (age 51 to 70 years).

Demand for Public Transport in Germany and the USA: An Analysis of Rider Characteristics

This paper first provides a brief review of trends in public transport demand from 1980 to 2010 in 16 countries in Europe, North America, and Australia. The focus, however, is on a detailed analysis of public transport demand in Germany and the USA, using uniquely comparable national travel surveys from 2001/2002 and 2008/2009 for both countries. Public transport has been far more successful in Germany than in the USA, with much greater growth in overall passenger volumes and trips per capita. Even controlling for differences between the countries in demographics, socio-economics, and land use, logistic regressions show that Germans are five times as likely as Americans to use public transport. Moreover, public transport in Germany attracts a much broader cross-section of society and for a greater diversity of trip purposes. The success of German public transport is due to a coordinated package of mutually supportive policies that include the following: (1) more and better service, (2) attractive fares and convenient ticketing, (3) full multimodal and regional integration, (4) high taxes and restrictions on car use, and (5) land-use policies that promote compact, mixed-use developments. It is the integrated package of complementary policies that explains why public transport in Germany can compete so well with the private car, even among affluent households. Conversely, it is the lack of complementary policies that explains the continuing struggle of public transport in the USA.

Moped Rider Violation Behavior and Moped Safety at Intersections in China

The study identified moped rider violation behavior leading to conflicts and crashes to help guide future countermeasure development. Mopeds (electric bicycles and light motorcycles) are a commonly used personal transportation mode in China, and moped crashes are increasing rapidly. This increase in crashes may be attributable to certain traffic behavior of moped riders. Video recordings were used to acquire data on moped riders' violation behavior and the violation behavior of bicycle, tricycle, and motorcycle riders at signalized intersections. One hundred twenty-five min of video were recorded from 10 intersections, and rider behavior was coded from 1,455 vehicles. Video data showed that moped riders committed more violations than did riders of bicycles, tricycles, and electric bicycles and that moped riders who engaged in violation behavior at intersections were involved in more frequent and more severe conflicts than were moped riders who did not engage in violation behavior. Typical moped violation behavior included running red lights, riding in improper directions, waiting at improper positions, riding in improper lanes, and overloading. Violation behavior was closely associated with the traffic environment (traffic facilities, traffic flow, traffic signal status, and other riders' behavior), but not with either the vehicle's characteristics or the rider's characteristics. This difference suggests that countermeasures related to the traffic environment would be more effective than those related to either vehicle or rider characteristics. Countermeasures within the areas of traffic regulation, traffic management, traffic facilities, vehicle management, and rider education are proposed.

Traffic safety among motorcyclists in Norway: A study of subgroups and risk factors

Although it is widely recognized that motorcyclists have a particularly high accident risk, our knowledge of the mechanisms producing this accident risk is incomplete. The aims of the present paper are to identify subgroups of motorcyclists with a particularly high accident risk and to identify the relevant risk factors at work. The study presented in this paper relies both on a questionnaire (N=3356) relating rider characteristics, behaviors and accident risk, and analyses of fatal motorcycle accidents (ca. 100) from 2005 to 2008 in Norway. The results reveal that riders of racing replica bikes (sport bikes), and riders younger than 19 years, including especially youths (16–17 years) riding light motorcycles (≤125cm3), are subgroups of Norwegian motorcyclists with particularly high accident risks. Analysis of fatal motorcycle accidents reveals that about half of the fatal accidents involve sport bikes. Nearly all fatal accidents with sport bikes involved excessive speed. The combination of low age, low experience, risky behavior and “unsafe” attitudes seems to be a particular potent risk factor for Norwegian motorcyclists.

Self-reported Alcohol Use Is an Independent Risk Factor for Head and Brain Injury among Cyclists but Does Not Confound Helmets’ Protective Effect

BackgroundHead and brain injury accounts for most morbidity and mortality related to bicycle accidents, much of which can be mitigated by helmet use; but other factors, such as alcohol use and type of accident, also correlate with injury. ObjectiveTo examine the correlation between alcohol use, helmet use, riding environment, and rider characteristics, with the presence of head and severity of brain injury in a group of bicycle riders presenting to a regional trauma center after an accident. MethodsData were collected at the bedside and from the medical records for all bicycle accident victims presenting during a 2 ½-year period to a regional trauma center. Data were analyzed in Stata version 10 (StataCorp LP, College Station, TX) using chi-squared, analysis of variance, Kruskal-Wallis, or Wilcoxon rank-sum where appropriate. ResultsThere were 427 patients enrolled, of which 82% were male, with a median age of 31 years. Two factors correlated with presence of head injury and severity of brain injury among bicycle riders presenting to the emergency department (ED) after an accident. For any head or brain injury, the odds ratios for helmet use and alcohol use were 0.5 (95% confidence interval [CI] 0.32–0.78) and 2.68 (95% CI 1.66–4.33). Of accidents presenting to the ED, helmeted riders were less likely to sustain a head or brain injury, and riders who reported alcohol use were more likely to sustain a head or brain injury. ConclusionsHelmet use was protective for head or brain injury in non-drinking cyclists, but had a confounding effect in drinking riders.

Bicycle helmet use after the introduction of all ages helmet legislation in an urban community in Alberta, Canada.

Bicycle trauma is a common cause of recreational death and disability and helmets have been shown to reduce fatal and non-fatal head and face injuries. This study evaluated the effect of mandatory bicycle helmet legislation for all ages in St. Albert, Alberta. We observed bicyclists from June to September of 2006 in St. Albert, a community subject to both provincial (< 18 years old) and municipal (all ages) helmet legislation, and compared our results with observations taken in 2000 when no legislation existed. Helmet wearing and rider characteristics were recorded by trained observers. Poisson regression analysis was used to obtain helmet prevalence (HP) and prevalence ratio (PR) estimates. HP increased from 45% to 92% (PR = 2.03; 95% CI: 1.72-2.39) post-legislation. Controlling for other covariates, children were 53% (PR = 1.53; 95% CI: 1.34-1.74) and adolescents greater than 6 times (PR =6.57; 95% CI: 1.39-31.0) more likely to wear helmets; however, adults (PR = 1.26; 95% CI: 0.96-1.66) did not show a statistically significant change post-legislation. Restricting the analysis to high socio-economic status areas, adult helmet prevalence increased in St. Albert from 58% to 73% post-legislation compared with a 52% to 57% change across the province; this effect was not statistically significant. Helmet legislation in St. Albert was associated with a significant increase in helmet use among child and adolescent cyclists. A larger increase in HP was observed for adults in St. Albert than in other areas of the province; however, this difference was not statistically significant, which may reflect the small sample size or insufficient time passage after bylaw enactment.

Bicycle Helmet Use After the Introduction of All Ages Helmet Legislation in an Urban Community in Alberta, Canada

Background: Bicycle trauma is a common cause of recreational death and disability and helmets have been shown to reduce fatal and non-fatal head and face injuries. This study evaluated the effect of mandatory bicycle helmet legislation for all ages in St. Albert, Alberta. Methods: We observed bicyclists from June to September of 2006 in St. Albert, a community subject to both provincial (<18 years old) and municipal (all ages) helmet legislation, and compared our results with observations taken in 2000 when no legislation existed. Helmet wearing and rider characteristics were recorded by trained observers. Poisson regression analysis was used to obtain helmet prevalence (HP) and prevalence ratio (PR) estimates. Results: HP increased from 45% to 92% (PR=2.03; 95% CI: 1.72-2.39) post-legislation. Controlling for other covariates, children were 53% (PR=1.53; 95% CI: 1.34-1.74) and adolescents greater than 6 times (PR=6.57; 95% CI: 1.39-31.0) more likely to wear helmets; however, adults (PR=1.26; 95% CI: 0.96-1.66) did not show a statistically significant change post-legislation. Restricting the analysis to high socio-economic status areas, adult helmet prevalence increased in St. Albert from 58% to 73% post-legislation compared with a 52% to 57% change across the province; this effect was not statistically significant. Conclusions: Helmet legislation in St. Albert was associated with a significant increase in helmet use among child and adolescent cyclists. A larger increase in HP was observed for adults in St. Albert than in other areas of the province; however, this difference was not statistically significant, which may reflect the small sample size or insufficient time passage after bylaw enactment. Key words: Bicycling; head protective device; legislation; prevalence

Bicycle helmet use four years after the introduction of helmet legislation in Alberta, Canada

BackgroundBicycle helmets reduce fatal and non-fatal head and face injuries. This study evaluated the effect of mandatory bicycle helmet legislation targeted at those less than 18 years old on helmet use for all ages in Alberta. MethodsTwo comparable studies were conducted two years before and four years after the introduction of helmet legislation in Alberta in 2002. Bicyclists were observed in randomly selected sites in Calgary and Edmonton and eight smaller communities from June to October. Helmet wearing and rider characteristics were recorded by trained observers. Poisson regression adjusting for clustering by site was used to obtain helmet prevalence (HP) and prevalence ratio (PR) (2006 vs. 2000) estimates. ResultsThere were 4002 bicyclists observed in 2000 and 5365 in 2006. Overall, HP changed from 75% to 92% among children, 30% to 63% among adolescents and 52% to 55% among adults. Controlling for city, location, companionship, neighborhood age proportion <18, socioeconomic status, and weather conditions, helmet use increased 29% among children (PR=1.29; 95% CI: 1.20–1.39), over 2-fold among adolescents (PR 2.12; 95% CI: 1.75–2.56), and 14% among adults: (PR=1.14; CI: 1.02–1.27). ConclusionsBicycle helmet legislation was associated with a greater increase in helmet use among the target age group (<18). Though HP increased over 2-fold among adolescents to an estimated 63% in 2006, this percentage was approximately 30% lower than among children <13.