Factors associated with child passenger motorcycle helmet use in Cambodia

This study examines factors associated with child passenger helmet use in five Cambodian provinces. We performed an analysis of periodic roadside observations of helmet use over a four-year period. A total of 62,039 child passengers 12 years of age and younger met inclusion criteria and were included in the analysis. Overall, 1369 (2.1%) of child passengers were observed to be wearing a helmet. Most significantly, children were six times more likely to wear a helmet if the driver was wearing a helmet (OR 6.2; 95% CI 5.1–7.5). In addition, the odds of helmet use were noted to be significantly different depending on province, day of the week, time of day and number of passengers on the motorcycle. This study highlights the extremely low rate of child passenger helmet use in Cambodia, and provides priorities for interventions and enforcement to ensure all children are protected from head injury.     

Fatal motorcycle crashes: a growing public health problem in Cambodia

This study examines the risk characteristics of fatal motorcycle crashes in Cambodia over a 5-year period (2007–2011). Secondary data analyses were conducted using the Cambodia Road Crash and Victim Information System, the only comprehensive and integrated road crash surveillance system in the country. Researchers from the Centers for Disease Control and Prevention and Handicap International found that (1) males are dying in motorcycle crashes roughly seven times more frequently than females; (2) motorcyclist fatalities increased by about 30% from 2007 to 2011; (3) the motorcyclist death rates per 100,000 population increased from 7.4 to 8.7 deaths from 2007 to 2011; and (4) speed-related crashes and not wearing motorcycle helmet were commonly reported for motorcyclist fatalities at approximately 50% and over 80% through the study years, respectively. Additionally, this study highlights that Cambodia has the highest motorcycle death rate in South-East Asia, far surpassing Thailand, Malaysia, and Myanmar. By recognising the patterns of fatal motorcycle crashes in Cambodia, local road-safety champions and stakeholders can design targeted interventions and preventative measures to improve road safety among motorcyclists.     

Measuring compliance with Viet Nam's mandatory motorcycle helmet legislation

The objective of this roadside observational study was to monitor helmet wearing among motorcycle riders and passengers in three provinces (Yen Bai, Da Nang and Binh Duong) in the Socialist Republic of Viet Nam, before and after a mandatory helmet law took effect on 15 December 2007. A total of 665,428 motorcycle riders and passengers were observed between November 2007 and February 2011 at 45 randomly selected sites covering the entire road network. Across all locations and time periods, correct helmet wearing averaged 40.1% before the law and 92.5% after; however, there were significant differences between time points and locations. The Viet Nam Government's decision to require all motorcycle riders and passengers to wear helmets has been thoroughly implemented nation wide and the results show that high wearing has been sustained. Further study is required on how high helmet wearing has and will translate into a reduction in motorcycle head injuries; however, Viet Nam's motorcycle helmet legislation should be seen as an important policy example for other low- and middle-income countries with a high utilization of motorcycles for personal transport.     

Impact of safe community program on motorcyclists' safety with focus on helmet usage in 14 cities of IR Iran

The aim of this study was to evaluate the effectiveness of safe community interventions on motorcyclists' safety. Two cross sectional observations were conducted in 14 cities (five safe community practicing and nine safe community non-practicing cities) independently on 2005 and 2007. Ten percent of registered motorcycles were observed and interviewed (n=1114 in each observation). 87.9% used motorcycle for commercial purposes. All motorcyclists were male and mostly aged 18–29 years old. Death rate significantly rose from 122 to 254 per 100000 motorcyclists in Fars province since the first observation (p < 0.0001). Helmet usage rate was constant (13%). Recorded crashes increased from 16.4% to 23.1% in safe community setting (p < 0.0001). 11% carried more than one pillion. Heat disturbances, embarrassment, hearing blockage, and negligence were the most mentioned excuses for not using helmet. Law enforcement, public education, accessibility to helmets on discount rate, new legislation and, finally, access to new designed helmet were the most suggestions made by motorcyclists to promote helmet usage. No significant effect was noticed between two settings except in injury registration system in safe community. Community involvement in the safety programs could ensure sustainability of initiatives and continuity of interventions in safe communities.     

Motorcycle helmet use in Mar del Plata,Argentina: prevalence and associated factors

Injuries resulting from motorcycle crashes constitute a growing problem in Argentina and other Latin American countries. The problem is aggravated because helmet use is not widespread. This observational study analysed the prevalence of helmet use and related factors in a city in Argentina. The sample consisted of 2542 observations of motorcyclists. The results show an incidence of helmet use of 69.8% for drives and 43.4% for passengers. Helmet use was greater among women. Environmental and temporal conditions were related with the rate of helmet use. The findings indicate a considerable increase in helmet use with respect to prior years, providing evidence in favour of government policies. However, the number of motorcycles in circulation has tripled in the past five years, and therefore, the public health impact of injuries due to motorcycle crashes persists.     

Trends in helmet use by motorcycle riders in the decades following the repeal of mandatory helmet laws

Several US states repealed universal motorcycle helmet laws in the 1990s and 2000s. The purpose of this study was to examine national trends in helmet use among adult trauma patients with motorcycle-related injuries. We hypothesized that motorcycle helmet use declined over time. We retrospectively analyzed the National Trauma Data Bank's National Sample Program for 2003–2010. We also obtained data on US motorcycle fatalities reported in the Fatality Analysis Reporting System and population data from the U.S. Census Bureau to calculate motorcycle-related fatality rates over time. A total of 255,914 patients met inclusion criteria, of whom 148,524 (58%) were helmeted. During the study period, helmet use increased from 56% in 2003 to 60% in 2010 (p < 0.001). However, motorcycle-related fatality rates also increased in states with and without universal helmet laws. Nationally, rates of helmet use have increased. However, fatalities due to motorcycle crashes have also increased during the same period.     

Product design and tort law: Safety implications of increasing similarity in civil liability and regulatory standards

This article addresses the impact of changes in design defect tort law on safety in the European Union and the United States, and draws two conclusions bearing significant product safety implications. First, tort law’s approach to design defectiveness is developing more cohesion. Although important differences in jurisdictional approaches remain, the differences appear to be diminishing rather than growing. In both the United States and the European Union, courts are increasingly relying upon a risk/utility balancing test to determine whether to impose civil liability for allegedly defective product designs. Second, the direction in which tort law is evolving is bringing it closer to defectiveness tests typically employed by government regulatory agencies in Europe and the United States. Civil liability standards are increasingly similar to regulatory standards used in determining whether a product should be allowed on the market at all. This trend toward greater cohesion in tort standards, and tort law’s increasing similarity to regulatory standards, has both positive and negative implications for safety. On the whole, the trend is likely desirable – it should encourage efficient products that are closer to an optional blend of safety and utility.     

Financial attitudes,beliefs and behaviours: differences by age

One of the essential skills that people must acquire to function in our society is the ability to deal with money. This skill and the information necessary to use it are acquired mainly during childhood. There has been little research on when and how children acquire knowledge of money and the economic system in general or the degree to which family influence carries over into consumption activities as adults.¹ Little is known about how family financial decisions are made, what age people get involved with money, what kind of financial activities they partake in, which socialization agents have the most important influence on people's money beliefs, and how much and how families communicate about finances. The question of how these patterns have changed over the years also needs to be addressed. The focus of the marketing research has been on purchasing activity and on the socialization of the child. There has been much less work on socialization at later stages in the life cycle.² Reference to money personalities are frequently made in financial planning materials as useful information to effectively communicate with clients. No studies have explored if people in reality identify with any of the suggested money personalities. Similarly, little is known about buying behaviours and how they have changed over years.     

Investigation of the reasons for not using helmet among motorcyclists in Kerman,Iran

This study was carried out to investigate reasoning and interpretation of motorcyclists for not using helmet utilizing qualitative methodology of ‘grounded theory’. The field of the study was Kerman, a cultural-historical city at the south-east of Iran. Participants were 21 young male motorcyclists. Two sampling strategies were used: maximum variation and snowball sampling. To collect data, in-depth, open-ended interviews were conducted. Data analysis yielded seven categories: fatalism; a barrier to social relationships; peer group pressure and negative labelling; messing up the appearance; disturbance in hearing and vision; barrier to normal breathing; and heaviness and superfluity of helmet. Based on the findings of the current study, it could be concluded that socio-cultural contexts, motorcyclists’ worldview and partly helmet-related problems are of the main factors which affect motorcycling. Therefore, the studies, policy-makings, and intervening programmes to control injury and to promote safety among motorcyclists should be focused on socio-cultural barriers to helmet use in general and changing the motorcyclists’ standpoints toward fatalism in particular. Helmet-related problems should be considered, too.     

Pillion riders' cloth related injuries and helmet wearing patterns: a study of Lahore,Pakistan

This study aims at investigating the burden and pattern of clothing related pillion riders' injuries and their helmet wearing pattern in Lahore, Pakistan. Data were collected for nine months (July 2013 to March 2014), reporting 13,248 motorcycle related injuries, out of which 8751 (66%) cases were related to the clothing related pillion riders' injuries. Out of these injuries 10.30% were severe injuries which can be prevented or reduced by proper safety measure, e.g. wearing helmet. It was also found that most of the fatalities were not wearing helmet. Injuries due to wearing of loose fitting clothes and absence of helmet are not uncommon in Pakistan and other underdeveloped parts of the world. Such accidents may be reduced by creating awareness and safety sense in the riders, where use of safe dress and helmet should be encouraged in order to avoid such fatal damages.     

Road traffic injury among child motorcyclists in Vientiane Capital,Laos: a cross-sectional study using a hospital-based injury surveillance database

This study investigated the distribution of motorcyclists, including drivers and passengers, who were involved in road traffic crashes and admitted to hospital in Vientiane Capital, Laos. The focus was on child motorcycle drivers and passengers under 15 years. A hospital-based injury surveillance database in Vientiane Capital was used. The surveillance was performed in two hospitals. From 1 September to 31 December 2009, 3968 patients were admitted to the participating hospitals with road traffic injuries. Patients under 15 years accounted for 10.8% (427/3968). The majority of patients under 15 years were motorcycle drivers or passengers (71.7%, 306/427). Child motorcyclists including drivers and passengers were less likely to wear a helmet than adults (adjusted odds ratio [OR], 0.3, 95% confidence interval [CI], 0.2–0.5, for children 10–14 years; adjusted OR: 0.1, 95% CI, 0.05–0.4, for children under 10 years). It is suggested that stricter regulation enforcement for child motorcycle drivers and passengers may be needed. In addition, barriers against wearing helmets for motorcycle drivers and passengers in Laos should also be examined in further studies.     

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.     

Knowledge,beliefs and attitudes of squash venue operators relating to use of protective eyewear

Sports venues are in a position to potentially influence the safety practices of their patrons. This study examined the knowledge, beliefs and attitudes of venue operators that could influence the use of protective eyewear by squash players. A 50% random sample of all private and public squash venues affiliated with the Victorian Squash Federation in metropolitan Melbourne was selected. Face-to-face interviews were conducted with 15 squash venue operators during August 2001. Interviews were transcribed and content and thematic analyses were performed. The content of the interviews covered five topics: (1) overall injury risk perception, (2) eye injury occurrence, (3) knowledge, behaviors, attitudes and beliefs associated with protective eyewear, (4) compulsory protective eyewear and (5) availability of protective eyewear at venues. Venue operators were mainly concerned with the severe nature of eye injuries, rather than the relatively low incidence of these injuries. Some venue operators believed that players should wear any eyewear, rather than none at all, and believed that more players should use protective eyewear. Generally, they did not believe that players with higher levels of experience and expertise needed to wear protective eyewear when playing. Only six venues had at least one type of eyewear available for players to hire or borrow or to purchase. Operators expressed a desire to be informed about correct protective eyewear. Appropriate protective eyewear is not readily available at squash venues. Better-informed venue operators may be more likely to provide suitable protective eyewear.     

Unsafe cycling behaviours and near crashes among Italian cyclists

This study investigates the direct and indirect effect of three types of unsafe behaviours (i.e. errors, generic violations and smartphone-specific violations) on the likelihood of near crashes and actual crashes among Italian cyclists. We considered smartphone-specific violations as a different unsafe behaviour subtype that enhances the probability of committing errors, thus increasing the likelihood of being involved in near crashes. Furthermore, we hypothesized that near crashes will predict actual crashes. Results revealed that errors predicted near crashes, whereas generic and smartphone-specific violations did not. Near crashes mediated the effect of errors on crashes. Moreover, smartphone-specific violations predicted crashes throughout its consecutive effects on errors and near crashes. These findings contribute to deepen our understanding of the relationship between cyclists’ unsafe behaviours, near crashes and actual crashes. To our knowledge, the present study is the first that links errors to near crashes among cyclists.     

Driving behaviours,traffic risk and road safety: comparative study between Malaysia and Singapore

The present study aims to investigate differences in road safety attitude, driver behaviour and traffic risk perception between Malaysia and Singapore. A questionnaire-based survey was conducted among a sample of Singaporean (n = 187) and Malaysian (n = 313) road users. The data was analysed using confirmatory factor analysis and structural equation modelling applied to measure comparative fit indices of Malaysian and Singaporean respondents. The results show that the perceived traffic risk of Malaysian respondents is higher than Singaporean counterparts. Moreover, the structural equation modelling has confirmed perceived traffic risk performing the role of full mediation between perceived driving skills and perceived road safety for both the countries, while perceived traffic skills was found to perform the role of partial mediation between aggression and anxiety, on one hand, and road safety, on the other hand, in Malaysia and Singapore. In addition, in both countries, a weak correlation between perceived driving skills, aggression and anxiety with perceived road safety was found, while a strong correlation exists with traffic risk perception. The findings of this study have been discussed in terms of theoretical, practical and conceptual implications for both scholars and policy-makers to better understand the young drivers’ attitude and behaviour relationship towards road safety measures with a view to future research.     

Associations of traffic safety attitudes and ticket fixing behaviours with the crash history of Pakistani drivers

The study assessed whether traffic safety attitudes and ticket fixing behaviours were associated with the crash history. A total of 4018 male drivers from Lahore city participated in this cross sectional study. Most were aged 18–30 years (58.7%, n = 2362), 71.9% (n = 2887) received a traffic ticket, 66.5% (n = 2672) reported previous traffic ticket fixing and 71.3% (n = 2865) considered crashes as being the will of God. Crash history was reported by 95.4% (n = 3821) of drivers, and 58.2% of them reported being involved in a road traffic crash. The likelihood of reporting a previous crash was higher in those who had received a traffic sign violation ticket [adjusted odds ratio (aOR) = 1.40; 95% confidence interval (95%CI) = 1.15–1.72], were involved in traffic ticket fixing (aOR = 1.28; 95%CI = 1.07–1.53), and considered crashes as will of God (aOR = 1.86; 95% CI = 1.57–2.22). These results suggested the need for improving traffic enforcement monitoring and safety education in Pakistan.     

Seat-belt use still low in Kuwait: self-reported driving behaviours among adult drivers

Kuwait mandated seat-belt use by drivers in 1976 and by front seat passengers in 1994. The study objectives were to identify and estimate current factors associated with seat-belt use and levels of potentially unsafe driving behaviours in Kuwait. In 2010, 741 adults were surveyed regarding driving habits and history. Only 41.6% of drivers reported always using a seat belt. Front seat passenger belt use was more common (30.5%) than rear seat belt use (6.5%). Distracted driving behaviours were common, including mobile phone use (‘always’ or ‘almost always’: 51.1%) and texting/SMS (32.4%). Logistic regression indicated that drivers who were young (18–19 years), male, Kuwaiti nationals or non-Kuwaiti Arabs, drove over the speed limit, had traffic violation tickets or >1 car crashes in the last year, were less likely to use seat belts. Targeted initiatives to increase public awareness and to enforce car-safety legislation, including use of seat belts, are necessary to decrease the health burden of car crashes in Kuwait.     

Taiwanese students' attitudes towards and beliefs about advertising

This study aimed to investigate college students' attitudes towards advertising in Taiwan using a survey method. This study applied two advertising constructs and their operationalizations which were developed in the USA: beliefs about advertising and attitudes towards advertising in general (AG). Specifically, this paper intends to determine whether the factor structure of these beliefs is similar to those in the USA and other South Asian countries. It also measures whether Taiwanese consumers' beliefs about advertising predict their AG. Six belief factors were extracted and they accounted for 56.5% of the variance. While the results from the factor analysis did not replicate the results from the USA and other South Asian countries perfectly, the similarities were large enough to conclude that the belief structure underlying AG is similar to these regions. By regression analysis, four of the six factors contributed significantly to the prediction of consumers' AG. Three out of four predictor factors matched those found in other Asian countries. These findings indicated that Taiwanese consumers had the same AG as those in five South Asian countries. These consistent findings provide a benchmark for future study on crossnational consumer beliefs about advertising and AG.