Helmet Usage Research Articles

Helmet Usage among Adolescents in Rural Road from the Extended Theory of Planned Behaviour

Helmet Usage among Adolescents in Rural Road from the Extended Theory of Planned Behaviour

Childhood Road Safety Behaviors in China: A Cross-Sectional Study of Guangzhou City

Objective: This article examines traffic safety behaviors for different types of road users among children aged 0 to 17 years in Guangzhou, China. Methods: A stratified cluster sample of 7034 children from pediatric clinics (816 children aged 0–2 years who are receiving vaccines), kindergartens (1148 children aged 3–5 years), primary schools (2410 children aged 6–11 years), and secondary schools (2660 children aged 12–17 years) was collected by self-reported questionnaire surveys. The respondents were instructed to respond to each behavior question, using response choices scoring from 0 to 3. An 18-item-weighted Road Safety Behavior Index (RSBI), including 5 items for walking, 7 items for cycling, 2 items for public transport, and 4 items for private motor vehicles, was developed to quantify the child road safety behaviors and further investigate their interrelations with the sociodemographic factors among different age groups and travel categories. A higher RSBI indicates a lower risk of childhood road safety. Results: Results from statistical analysis indicate that (1) the effects of children's sociodemographic characteristics on the RSBIs differ greatly concerning each particular travel category; and (2) RSBIs are associated more with child-related characteristics than with parent-related characteristics as the age of the children's group increases. The research findings from analyzing the self-report questionnaires were further validated with field observational records, medical records, and police records. Conclusions: The article concludes with some recommendations for preventing the increasing toll of road traffic injury among Chinese children, which include (1) continuing educational efforts to increase knowledge of road safety and reduce traffic risk behaviors for children and their parents; (2) creating a safe and convenient environment for walking, cycling, and public transport travelers; and (3) promoting legislation and enforcement such as the mandatory usage of bicycle helmets and child passenger restraints.

THE IMPACT OF SAFE COMMUNITY INITIATIVES ON HELMET WEARING RATE AND MOTORCYCLISTS' DEATH IN 14 CITES OF IRAN

BackgroundMotorcycles' riders have the highest public health burden. Since helmet reduces the risk of death by 42% to 69% it seems that the main contributing factors is improper helmet usage...

Road safety practices of motorcycle riders in Multan, Pakistan

Background and ObjectivesPakistani motorcyclists constitute 2% of the global bikers' populace. The burgeoning trend of using motorbikes as a family vehicle in Pakistan and consequent increase in Road Traffic Crashes...

Helmet and reflective clothing use among motorcyclists in Kenya: a survey of use, knowledge, attitudes, and practices in two districts

BackgroundRoad traffic injuries (RTIs) contribute to a significant proportion of the burden of disease in Kenya. Motorcycle-related RTIs are a significant contributor to this burden.Aims/Objectives/PurposeThis study assesses helmet wearing and...

Characteristics of injured off-road cyclists

BackgroundDespite increasing popularity of off-road cycling, data on injury in off-road riders are rarely reported. This study aimed to describe characteristics of a sample of injured off-road cyclists.Aims/Objectives/PurposePhone interviews were...

An examination of some safety issues among commercial motorcyclists in Nigeria: a case study

The reduction of road crashes and injuries among motorcyclists in Nigeria requires a system inquiry into some safety issues at pre-crash, crash and post-crash stages to guide action plans. This paper examines safety issues such as age restriction, motorcycle engine capacity, highway code awareness, licence holding, helmet usage, crash involvement, rescue and payment for treatment among commercial motorcyclists. The primary data derived from a structured questionnaire administered to 334 commercial motorcyclists in Samaru, Zaria were analysed using descriptive statistics and logistic regression technique. There was total compliance with age restriction and motorcycle engine capacity. About 41.8% of the operators were not aware of the existence of the highway code. The odds of licence holding increased with highway code awareness, education with above senior secondary as the reference category and earnings. The odds of crash involvement decreased with highway code awareness, earnings and mode of operation. About 84% of the motorcyclists did not use crash helmet, in spite of being aware of the benefit, and 65.4% of motorcycle crashes was found to be with other road users. The promotion of safety among motorcyclists therefore requires strict traffic law enforcement and modification of road design to segregate traffic and protect pedestrians.

Head Trauma in Skiing and Snowboard Accidents in a Swiss Tertiary Referral Center: Prevalence and Severity over the Last Decade

Background/Aim: The Swiss Council for Accident Prevention recorded an average of 1P029 people injured per day because of skiing/snowboarding in Swiss Ski Resorts. Head trauma accounted for most severe injuries sustained. Recent statistics suggest increased usage of helmets (81% in 2011). The indicators of head trauma severity are examined and whether escalated helmet use has decreased the incidence and severity of head injuries over the past 10 years

Cyclists' helmet usage and characteristics in central and southern Malawi: a cross-sectional study

The objective of this study was to determine the prevalence of, and factors associated with, bicycle helmet usage in southern and central Malawi. This study was across-sectional observation of public behaviour. The urban and rural roadways in southern and central Malawi were studied during the dry season. In total, 1900 bicyclists were observed along the roadways of southern and central Malawi over a four-day period. Observer ascertainment of cyclists' helmet status, approximate age, sex and bicycle operator or passenger status were measured. Of the 1900 cyclists observed, no cyclist was identified as wearing a helmet (exact 95% CI: 0.0–0.2%). There was no variation by age, sex or operator/passenger status. Nearly, 91.5% of observed cyclists were males and 87.7% were operating the bicycle. The sizeable majority of male cyclists were classified as young adults from adolescence to 25 years old (47.2%) or adults over age 25 (44.9%); 7.9% of male cyclists were pre-adolescent. Passengers were more likely to be female than operators (39.1% versus 4.2%), though, even for passengers, a higher proportion were males than females (p < 0.001). In Malawi, helmet usage is so rare as to be non-existent. This suggests an opportunity for significant improvement. Based on the observed cyclists' characteristics, interventions should be targeted to adult and young adult males.

Impact of Age, Location, and Bicycle Style on Helmet Usage by Adults

Objective: Our objective was to describe current patterns of bicycle helmet usage in a university community using a direct observation approach. Participants: Cyclists in a university community observed in 2010 and 2011. Methods: We identified 6 locations in Athens, Georgia, and recorded the type of bicycle, age group, sex, and helmet usage of passing cyclists. We performed univariate and multivariate analysis to identify independent predictors of helmet usage. Results: We observed 433 cyclists: 74 percent male, 74 percent college age, and 45 percent of whom wore a helmet. Helmet usage varied by bicycle type, location of observation, and age group. Independent predictors of bike helmet were on-campus location (0.38, 95% confidence interval [CI]: 0.22–0.66), college-age rider (0.29, 95% CI: 0.15–0.54), and use of a city or leisure bike (0.39, 95% CI: 0.23–0.65). Conclusions: College-age riders, riders on campus, and those riding a city or leisure-style bike are less likely to wear a helmet. Health promotion efforts aimed at increasing helmet usage should target these groups.

Animal-Related Motorcycle Collisions in North Dakota

To study the epidemiology and mortality of animal-motorcycle collisions. A retrospective study of all motorcycle collisions recorded in the North Dakota Department of Transportation Crash Reporting System from January 2007 to December 2009 was conducted. Mortality was designated as the main outcome measure. Seven hundred sixty-six collisions involving 798 motorcycles were included in this study; 48 of these collisions were with animals (6.3% of all motorcycle collisions). Deer were the most common animal involved (81%). Most animal-motorcycle collisions took place during nighttime with clear weather and on straight rural roads. Drivers were older in animal collisions compared with nonanimal collisions (median of 44 vs 30 years old, respectively, P < .0001). Most drivers were males, whereas most passengers were females. Helmets were worn by only 32% of drivers and 12% of passengers. There were 4 (8%; 95% CI, 3%-20%) fatal animal collisions; 9% of the collisions with large animals were fatal compared with 3% of nonanimal collisions (P = .0411). Animal-motorcycle collisions are a small subgroup of all motorcycle collisions, but with a high mortality rate. Efforts should be made to increase helmet usage, mitigate these collisions, and increase awareness of this problem among motorcycle riders.

Epidemiology of head injury in the United Arab Emirates

Head injury increases mortality in trauma patients. We aimed to study the epidemiological and clinical features of head injury in Al-Ain city, United Arab Emirates (UAE). Trauma patients with head injury who were admitted to Al- Ain Hospital for more than 24 hours and those who died in the hospital were included in the study. Data were prospectively collected from March 2003 - March 2006. 589 patients were studied, and 521 were males (88.3%). The median (range) age was 30 (1-89) years. The most common mechanism of injury was road traffic collision (67.1%) followed by fall from height (11.9%). Head injury was mild in 82.2% of patients, moderate in 5.7%, and severe in 12.1%. 20.9% of patients were admitted to the intensive care unit. 35 patients died (overall mortality 5.9%). Patients who died had significantly higher Injury Severity Score (p<0.0001), lower Glasgow Coma Scale (p<0.0001), and higher Abbreviated Injury Scale of the head (p<0.0001). Motor vehicle collision was the main mechanism of head injury in the UAE followed by fall from height. Legislation for compulsory seatbelt usage and helmet usage by bicyclists and motorcyclists should be adopted. A safe work environment and preventive measures at work should be introduced.

Risk-taking Behavior in Skiing Among Helmet Wearers and Nonwearers

To examine differences in on-the-snow ski behavior between helmet wearers and nonwearers. The data were collected using a survey. Several tourist agencies helped in administrating the survey to the skiers during the 2008-2009 and 2009-2010 seasons. The survey consisted of multiple-choice questions. The subjects were asked to choose answers most suitable for their skiing style and preferred skiing technique, volume of off-piste skiing, readiness to use time measuring systems on the slopes, and group-skiing preferences, such as leading the group, beside the group, away from the group, etc. The Risk Index was then calculated for each subject. The answers of 710 skiers (mean age 35.5, range 16-81 years) were analyzed. The predictive power for risk-taking behavior was tested for gender, age, educational level, level of skiing, years of skiing, and helmet usage. Younger age, male gender, higher skiing level, and helmet usage were used as independent predictors for the overall Risk Index (Power [1-β err prob] = 0.942). Significantly higher risk was assessed for the male helmet wearers while the results were not significant for the female helmet wearers. The male occasional helmet wearers were found to be the most prone to risky behavior. In female nonhelmet wearers, there was a significant decrease in risk-taking behavior with age but this was not true for female helmet wearers. For males under 35 years of age, helmet use is one of the factors influencing risk-taking on the slopes. This is demonstrated for occasional helmet wearers in particular.

Does wearing helmets reduce motorcycle-related death? A global evaluation

BackgroundThe high risk of injury and death of motorcycle riders is a major global health problem. This study aimed to evaluate the effect of helmet wearing on motorcycle riders’ death rates on a global level. MethodsData for motorcycle riders were collected from 70 countries. These data included motorcycle-related death rates per 100000 population, helmet non-usage percentage, Gross National Income per capita (GNI), number of registered motorized 2–3 wheelers, the effectiveness of law enforcement in each country, and whether there was standards for helmets use or not. Correlations between studied variables were done using Pearson correlation. Multiple linear regression models were used to define factors affecting motorcycle-related death rates. ResultsThe correlation between motorcycle-related death rate and helmet non-usage, was almost significant (p=0.056, r=0.28). Helmet non-usage percentage was significantly correlated with GNI (p<0.0001, r=−0.61) and effectiveness of the law (p<0.0001, r=−0.73). A multiple linear regression model which was highly significant (adjusted R-squared=0.3, F=6.69, p<0.001) has shown that helmet non-usage percentage (p=0.003), motorcycle per person ratio (p=0.01) and the presence of helmet standards (p=0.05) were positively associated with motorcycle-related death rates. A simple linear regression model between helmet usage and road traffic death rate has shown that for each 10% increase in helmet usage, one life per 1000000 inhabitants can be saved per year. ConclusionHelmet non-usage percentage was the most significant factor affecting motorcyclists’ death rate. Wearing a motorcycle helmet reduces the risk of death from a motorcycle crash. Enforcement of motorcycle helmet laws should be effectively supported by motorcycle safety programs.

A hospital-initiated multisectoral road safety campaign with speed-adapted coconut drop test in Northern Laos

We investigate the efficacy of a multisectoral road safety campaign initiated at Luang Namtha Provincial Hospital (LNPH), North-Laos. Road safety days (RSD) with helmet promotion were organised prior to the Lao and International New Year 2007. Motorbike helmet protectiveness was demonstrated by dropping peeled versus unpeeled coconuts from 6-m high sticks simulating city speed-limit (40 km/h). The primary outcome was the number of road traffic injuries (RTI) needing admission (severe RTI) before and after the first RSD. Secondary outcomes were helmet usage, total RTI, hospital staff's behavioural changes and law enforcement. Neighbouring Bokeo Provincial Hospital (BPH) had no intervention. Severe RTI dropped by 34.7% within 12 months (from 449 to 293, p ≤ 0.0001, BPH +123% [from 88 to 196]). Total RTI increased by 10.8% (from 772 to 855, p = 0.0396, BPH +260.8% [from 186 to 671]). Police started the law enforcement right after the RSD. Helmet use increased from 11.2 to 42.5% (p < 0.0001). Coconut test was the main reason for safer behaviour among RSD participants seven months later (16/32). The intervention effectively prevented severe RTI. The speed-adapted coconut drop test was a simple, convincing and efficient educational tool, easily adaptable to other settings.

Novice riders and the predictors of riding without motorcycle protective clothing

BackgroundWhile helmet usage is often mandated, few motorcycle and scooter riders make full use of protection for the rest of the body. Little is known about the factors associated with riders’ usage or non-usage of protective clothing. MethodsNovice riders were surveyed prior to their provisional licence test in NSW, Australia. Questions related to usage and beliefs about protective clothing, riding experience and exposure, risk taking and demographic details. Multivariable Poisson regression models were used to identify factors associated with two measures of usage, comparing those who sometimes vs rarely/never rode unprotected and who usually wore non-motorcycle pants vs motorcycle pants. ResultsNinety-four percent of eligible riders participated and usable data was obtained from 66% (n=776). Factors significantly associated with riding unprotected were: youth (17–25 years) (RR=2.00, 95% CI: 1.50–2.65), not seeking protective clothing information (RR=1.29, 95% CI=1.07–1.56), non-usage in hot weather (RR=3.01, 95% CI: 2.38–3.82), awareness of social pressure to wear more protection (RR=1.48, 95% CI: 1.12–1.95), scepticism about protective benefits (RR=2.00, 95% CI: 1.22–3.28) and riding a scooter vs any type of motorcycle. A similar cluster of factors including youth (RR=1.17, 95% CI: 1.04–1.32), social pressure (RR=1.32, 95% CI: 1.16–1.50), hot weather (RR=1.30, 95% CI: 1.19–1.41) and scooter vs motorcycles were also associated with wearing non-motorcycle pants. There was no evidence of an association between use of protective clothing and other indicators of risk taking behaviour. ConclusionsFactors strongly associated with non-use of protective clothing include not having sought information about protective clothing and not believing in its injury reduction value. Interventions to increase use may therefore need to focus on development of credible information sources about crash risk and the benefits of protective clothing. Further work is required to develop motorcycle protective clothing suitable for hot climates.

Do Malaysian Motorcyclists Concern to Safety Helmet Usage: A Cross-sectional Survey

Do Malaysian Motorcyclists Concern to Safety Helmet Usage: A Cross-sectional Survey

Using Structural Equation Modeling and the Behavioral Sciences Theories in Predicting Helmet Use

In Malaysia, according to road accidents data statistics motorcycle users contributes more than 50% of fatalities in traffic accidents, and the major cause due to head injuries. One strategy that can be used to reduce the severity of head injuries is by proper usage of helmet. Although the safety helmet is the best protective equipment to prevents head injury, majority motorcycle user did not use or did not fasten properly. In understanding this problem, the behavioral sciences theory and engineering aspect are needed to provide better explanation and comprehensive insights into solutions. The Theory Planned Behavior (TPB) and Health Belief Model (HBM) were used in predicting the behavioral intention toward proper helmet usage among motorcyclist. While, a new intervention approach were used in Technology Acceptance Model (TAM) that based on the perception of a conceptual system called Safety Helmet Reminder System (SHR). Results show that the constructs variables are reliable and statistically significant with the exogenous and endogenous variables. The full structured models were proposed and tested, thus the significant predictors were identified. A multivariate analysis technique, known as Structural Equation Model (SEM) was used in modeling exercise. Finally, the good-of-fit models were used in interpreting the implication of intervention strategy toward motorcyclist injury prevention program.

Embedded Sensing And Actuation For Helmets Co2 Levels Control

Abstract The paper reports on the development and evaluation of a simple closed loop solution for controlling the CO2 levels within small enclosed environments, such as Explosive Ordnance Disposal (EOD) protective suit helmets. Based on a detailed analysis of the helmet environment during bomb disposal missions, the solution proposed automates the current manually controlled fan integrated within the helmet to achieve an effective, timely and energy efficient, control system. Whilst the paper and its supporting experimental work focus on the particular case study of operatives wearing EOD suit helmets, the methods proposed and the control system development methodology are generic and directly applicable to a wide class of helmet usage scenarios. The main contributions in the paper are as follows: i) the design and implementation of an empirical helmet model based on data collected with a bespoke helmet embedded instrument developed by the authors; and ii) the production of a simple but effective fan air flow control algorithm for containing CO2 concentration exposure during missions, and an associated evaluation simulator/test bed. The resulting closed loop, automated sensing and actuation system extends the otherwise short fan battery lifetime to cover entire missions, delivers a healthy breathing environment for the operative and minimises noise disruption associated with the use of the fan. The control algorithm outperforms fixed airflow settings in terms of energy efficiency.

Experimental investigations on the cooling of a motorcycle helmet with phase change material (PCM)

The thermal comfort of motorcycle helmet during hot weather is important as it can affect the physiological and psychological condition of the rider. This paper examines the use of phase change material (PCM) to cool a motorcycle helmet and presents the experimental investigations on the influences of the simulated solar radiation, wind speed, and heat generation rate on the cooling system. The result shows that the PCM-cooled helmet is able to prolong the thermal comfort period compared to a normal helmet. The findings also indicate that the heat generation from the head is the predominant factor that will affect the PCM melting time. Simulated solar radiation and ram-air due to vehicle motion under adiabatic condition can have very little influences on the PCM melting time. The results suggested that the helmet usage time would be influenced by the amount of heat generated from the head. Some major design considerations based on these findings have been included. Although this investigation focuses on the cooling of a motorcyclist helmet, the findings would also be useful for the development of PCM-cooling systems in other applications.