Prevalence and predictors of bicycle helmet use in a southeastern,US city

Fatalities and head injuries from bicycle-related crashes remain a concern in the United States. Despite legislation in many states, helmet use remains low. This observational study examined the helmet use and related factors in a North Carolina city. The sample consisted of 2088 observations of bicyclists. The objectives were to (1) determine helmet use; (2) describe other safe bicycling practices; and (3) examine the relationship of demographic variables and safe riding practices with helmet use. Helmet use was observed for 25% of the sample. Demographic factors related to helmet use were being female (OR = 1.32), 26 years old or older (OR = 4.94), and White (OR = 2.17). Bicyclists riding on the road with traffic were more likely to wear a helmet than bicyclists riding on the sidewalk (OR = 2.04). Findings indicate that helmet use remains low in the city. Research to monitor, better understand, and promote helmet use is needed.     

Bicycle-related injuries: Injury,hazard, and risk patterns

Abstract

This paper provides the results of a U.S. Consumer Product Safety Commission (CPSC) study to determine the circumstances involved in bicycle-related injuries treated in U.S. hospital emergency rooms. It also includes information from a CPSC exposure survey of the U.S. population of bicycle users and their patterns of bicycle and helmet use. Together, these data were used to identify and evaluate risk factors currently associated with bicycle use in the United States

Risk models identified factors specifically associated with injuries to children and to adults. Children were at particular risk of injury, and appeared to be especially vulnerable to head injury. In addition, the risk of injury for children was significantly increased when riding in non-daylight conditions. For both adults and children, there was a higher risk of injury on streets than in such areas as bike paths or unpaved surfaces. While some problems associated with bicycle assembly, operation, and maintenance were observed, the data did not suggest that any mechanical remedy is likely to reduce injuries substantially.     

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.     

Injury classification: balancing continuity and utility

The approach to classifying injury and its causes in the International Classification of Diseases changed radically between ICD5 and ICD6. It has changed relatively little in the subsequent four revisions and fifty years. ICD6 introduced separate chapters for “injury and poisoning” and “external causes”, and the main groups in each of those chapters. Injury research has emerged as a discipline in the period since ICD6 was developed. Major themes are conceptual frameworks of aetiology and prevention, the empirical measurement of injury severity, and population-based and community injury prevention techniques. ICD-10 (in common with ICD-9) reflects these developments to a very limited extent. A response to limitations of the ICD for purposes of injury prevention and control was the development, particularly in the 1980s and 1990s, of special-purpose classifications of characteristics of events that result in injury. Recognition of strong commonality among several of these ‘multi-axial’ systems led to a view that an international system embodying shared characteristics was achievable and worthwhile. The draft ICECI is the latest outcome of this work. Compatibility with ICD-10 is a design criterion for ICECI because of the continuing central importance of the ICD for health classification. The precise meaning of “compatibility” in this context has not been resolved. At one extreme, “compatibility” could mean limiting ICECI simply to the ICD-10 external cause codes with subdivision of existing categories, and perhaps some additional data items that do not overlap conceptually with ICD-10. At other extremes, ICECI could be developed without specific reference to categories in ICD-10, or ICECI could replace the existing ICD external cause classification. It is not practicable to map every ICD-10 three-character external cause category to a unique equivalent combination of codes in a multi-axial system, mainly due to conceptual inconsistencies in the ICD-10 external cause classification. More limited mapping is possible and could be designed to ensure that data coded to ICECI could be grouped to be equivalent to important ICD external cause categories. The way chosen for classification of external causes should be one that recognises contemporary information requirements in the fields of injury prevention and control as well as the desirability of continuity in long-term monitoring of important categories of injury. Field-testing and consultation with data users will determine whether ICECI meets these criteria well enough to warrant its adoption as a member of the ICD family of classifications.     

Product involvement in do-it-yourself maintenance injury

Abstract

PROBLEM Numerous activities to promote bicycle safety have been implemented in Norway. The overall effect of these activities has not been evaluated.

method Information about cases of bicycle-related injuries occurring in 1990-1993 was obtained from prospective registration of all injuries treated by hospitals and emergency clinics in four urban centers in NORWAY. Incidence was calculated per number of cyclists, based on data obtained from the 1992 National Bicycle Survey. Temporal changes in injury severity and in age-specific incidence (per bicycle riders) of all injuries, upper-head injuries, other injuries, injuries due to bicycle-motor vehicle collision, and injuries leading to inpatient treatment were analyzed by logistic regression analysis.

RESULTS 3,893 injuries occurred in the study population in 1990-1993. The average annual incidence was 33.1 per 10,000 population aged 4 years and higher, or 47.9 per 10,000 bicyclists. No significant secular trends were found for any of the analyzed parameters.

CONCLUSIONS Bicycle safety promotion measures implemented during 1990-1993 did not significantly reduce the risk of bicycle-related injury in Norway. Effective bicycle safety programs should be implemented, based on the positive experiences from other countries. Injury surveillance systems appear to be a useful tool for evaluating injury prevention programs.     

A comparison of parent and child perspectives about barriers to and facilitators of bicycle helmet and booster seat use

Abstract

To date, little work has compared similarities and differences between parent and young people’s perceptions of barriers to and facilitators of bicycle helmet and booster seat usage. Our goal was to conduct such a comparison in order to inform future safety campaigns. Eleven focus groups with a total of 68 parents and 11 focus groups with a total of 76 young people were conducted. Recruitment was conducted and focus groups were held in diverse neighbourhoods to facilitate participation by families from a variety of cultural, linguistic, and socioeconomic backgrounds. Overall, parents and their children agreed on 50% of the barriers identified for bicycle helmet use and approximately 40% of the barriers for booster seats. Barriers common to both types of equipment for parents and children included comfort, style and design, and fear of teasing. Common facilitators included perceived safety, and comfort. While there was considerable overlap between the perspectives of parents and young people, there were also differences, underscoring the importance of addressing both perspectives. The barriers and facilitators identified were modifiable to a large extent; based on these, recommendations for future injury prevention campaigns were outlined.     

Socioeconomic descriptors of fatal crash rates in the Southeast USA

Over the past decades, the Southeast United States has been experiencing consistently higher fatality crash rates compared to other regions of the country. This region also has lower median household incomes, higher percentages of the population below poverty levels, higher percentage of the area classified as rural, and lower percentages of high school completion and university attainment. It is then possible to hypothesize that accident involvement could be affected by these types of socioeconomic characteristics. The objectives of this study were to identify potential socioeconomic factors that could correlate and contribute to the higher fatality crash rates in the Southeast. Driver and vehicle characteristics from the FARS database were related to socioeconomic and demographic Census variables. Crash rates were obtained using the quasi-induced exposure methodology for single- and multi-vehicle crashes. The results show that these socioeconomic characteristics have an impact on single-vehicle crashes but have no statistically significant impact on multi-vehicle crash rates.     

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.